
Pass TFiO ? 






HOUSE COMMITTEE ON THE DISTRICT OF COLOMBIA. 






EEPOET OF HEAKINGS 



OF 



JUNE 12 AND 18, 1902, 



ON 



S, 4825: TO PROVIDE FOR A UNION RAILROAD STATION 

IN THE DISTRICT OF COLUMBIA, AND 

FOR OTHER PURPOSES. 



PRINTED FOR USE OF THE COMMITTEE. 



WASHINGTON : 

GOVERNMENT PRINTING OFFICE. 

1902, 



' LIBRARY OF CONGRESS 
REOEIVED 

AJva -■ ^ is 

DOCUMENTS DIVISION 



CONTENTS. 



R,. 




V Page. 

Statement of Mr. John P. Green, vice-president of the Pennsylvania Railroad 

Company - 5 

Statement of Mr. George E. Hamilton, local counsel for Baltimore and Ohio 

Railroad Companv 15 

Statement by Mr. B. H. Warner 23 

Statement of Mr. R. H. Johnson, chairman of the special railroad committee 

of the South Washington Citizens' Association 25 

Letter from South Washington Citizens' Association 28 

Memorial of South Washington Citizens' Association 32 

Letter from Mr. S. L. Phillips 38 

Letters from Mr. Albert Herman and Mr. I. Herman 38 

Protest from citizens of South Washington, opposing amendments suggested by 

the South Washington Citizens' Association 40 

Statement of Mr. William G. Henderson, president of the North Capitol and 

Eckington Citizens' Association 40 

Letter from Mr. Vernon H. Whitman 43 

Statement of Mr. M. I. Weller, representing the East Washington Citizens' 

Association 43 

Statement of Mr. Evan H. Tucker, president of the Northeast Citizens' Asso- 
ciation 45 

Report adopted by Northeast Citizens' Association 47 

Statement of Mr. William J. Frizzell, representing the Northeast Citizens' 

Association 49 

Statement of Mr. Josiah Millard, representing the East End Citizens' Associa- 
tion 51 

Resolutions adopted by East End Suburban Citizens' Association 54 

Statement of Mr. Thomas W. Smith, president of the Washington Board of 

Trade 55 

Statement of Mr. Irwin B. Linton 58 

Statement of Dr. Morgan -_ . . 60 

Statement of Mr. M. D. Rosenburg 60 

Statement of Mr. Herbert Giesy 62 

APPENDIX. 

Comparative statements showing public space now occupied, to be occupied 
under act of February 12, 1901, and to be occupied under proposed legisla- 
tion by the Baltimore and Ohio Railroad Company 66 

Comparative statements showing public space now occupied, to be occupied 
under act of February 12, 1901, and to be occupied under proposed legisla- 
tion by the Baltimore and Potomac Railroad Company 67 



Report of Secretary of War on S. 482 

Additional report of Col. Theodore A. Bingham 70 

Senate report on union-station bill 71 

House and Senate reports on Baltimore and Potomac Railroad, Fifty-sixth 

Congress, second session 94 

Hou-e and Senate reports on Baltimore and Ohio Railroad, Fifty-sixth Con- 
gress, second session 128 

Baltimore and Potomac Railroad Company act, approved February 12, 1901. 151 

Baltimore and Ohio Railroad Company act, approved February 12 , 1901 161 

Letter from Mr. Thomas W. Smith, president Washington Board of Trade . . . 169 

Report of East Washington Citizens' Association 170 

Letter from Mr. A. J. Buehler 171 

Letter from Mr. W. Mosbv Williams 171 

Letter from Capt. J. P. Walker 172 

Letter from S. S. Daish & Sons 174 

Letter from President of Columbia Institution for the Deaf and Dumb 174 

Letter from the President of the Bright wood Citizens' Association 174 

Newspaper articles submitted by Mr. Joseph Bradfield 175 

3 



UNION RAILROAD STATION. 



Committee on the District of Columbia, 

House of Representatives, 

Thursday, June 12, 1902. 
Present: Messrs. Babcoek, Mudd, Jenkins, Mercer, Smith, Pearre, 
Wadsworth, Morrell, Blackburn, Stewart, Cowherd, Norton, Sims, 
and McAndrews. 

The committee met at 10.55 o'clock a. in., Hon. Joseph W. Babcoek 
in the chair. 

The Chairman. Gentlemen, of course it is understood that this 
meeting is called to take up the so-called union station bill, and Mr. 
Green, the vice-president of the Pennsylvania Railroad Company, is 
present, and as he wants to leave the city as soon as possible, we will 
hear him tirst. 

STATEMENT OF MR. JOHN P. GREEN. 

Mr. Green. Mr. Chairman and gentlemen, I presume that the 
committee certainly must be at least generally familiar with the ques- 
tion presented by the bill. It is not a new one, except so far as the 
question of a union station is concerned. The question of location 
of the railroad stations in the District of Columbia has been before 
different committees of the House and Senate for thirty years past. 
It was thirty years ago when I first came here to talk about it, and 
it has been talked about pretty much ever since; so that the committee 
have the advantage of a general understanding 1 as to what the merits 
of the question are. 

As far as the special bill No. 4825 which now comes before you is 
concerned, I do not think I can define the position of the railroads on 
this matter any better than by quoting the language of the chairman 
of the Senate committee. He sa} T s that this proposition does not 
come from the railroads. They are satisfied with their present condi- 
tion. But when the question of taking up the tracks on the Mall is 
considered, it is appreciated that the Mall was laid out for the pur- 
pose of forming a great approach to the Capitol, and that it is impos- 
sible to coneeive any adequate treatment of the capital park system 
without freeing the Mall from the tracks. 

When this situation was placed before the president of the Pennsyl- 
vania Railroad, which is the road I have the honor to represent, he 
replied after careful consideration that while he did not desire any 
change, yet he realized that if Washington is to have the proper develop- 
ment of a capital city in the true sense of that word and as originally 
projected the railways must leave the Mall, and that he was willing 
to concur in any adjustment of the matter which would be fair to the 



b UNION BAILROAD STATION. 

stockholders of the compairy. From an economical standpoint, it is 
but right to say that the terminal charges at the proposed union sta- 
tion will be increased from 40 cents to $1.20 a passenger car without 
any corresponding increase of passengers. 

The Chairman. Will you not please make that clear to the commit- 
tee, the increase of your expenditures? 

Mr. Green. Owing to the increased cost and capacity of the build- 
ing and the increased force to run it, the cost of the actual administra- 
tion of that building will be $1.20 for every passenger car that comes 
into it; and I beg to say that while that might seem a high price, yet 
in St. Louis, which has even a larger station than is proposed here, 
the cost is nearly $3 a car; so that }^ou can see that the chairman of 
the Senate committee is well within limits when he states that $1.20 
will be the actual cost of administering this union station. 

The Chairman. Under the present situation, with several stations, 
can you state the cost of administering them? 

Mr. Green. No, sir; but I can say that the cost is far less than it 
would be with one large station. In other words, it is easier to run 
two comparatively smal] stations than it is to run an enormous union 
station, just as it is easier to run two houses for two separate families 
than it is to put them in one great house and attempt to run that. As 
a matter of house economy I think that most of the members of the 
committee will recognize that as true. 

The Chairman. Does the charge include the bridge? 

Mr. Green. No, sir; that is the charge in the station. 

Mr. Cowherd. The bridge belongs to the same persons. 

Mr. Green. No, sir; I am speaking of the station charge. You 
know the St. Louis station, and you know that ) t ou have to walk about 
half a mile if you want to have your baggage checked. I mean that 
everything of that kind seems to increase in almost geometrical pro- 
portion. It is enormously expensive, one of the most expensive things 
in the world, to run a large passenger station. 

The Chairman. You consider it undesirable on account of the 
additional expense? 

Mr. Green. This is not a question of what the railroads may desire. 
The public have an interest in that question that is as important as 
that of the railroads, and so far as our Pennsylvania Railroad Com- 
-p'dny is concerned, we have never stopped at increased cost if it 
secured increased accommodation to the public. We believe that is 
the way to run railroads, especially when the work connected with it 
is what you might call a semipublic duty. Therefore, without read- 
ing further from the report, I would say that our feeling toward the 
question is not a mere financial one. 

When the Pennsylvania Railroad came here, the first question that 
was discussed was, away back in 1872, whether the company would 
furnish to the city of Washington and to the people of the country a 
proper passenger station, and I remember very well that Colonel Scott 
said, tw Yes, we will do that;" and the station that was put up at that 
date was on a par with the best stations we had on our line. 

The station at Lancaster, Pa., was taken as the model for this station, 

^vhieh has long since become utterly inadequate to do the business. It 

not- disgraceful to us, because it is not our fault, hut it is almost 

raceful to have a station like that in the city of Washington. 

twded and jammed so that no one. either man or woman, can sit 



UNION RAILROAD STATION. 7 

there comfortably or go in or out comfortably; and we realize that. 
But while we have been anxious, and would have been glad to make 
that station one that would be a credit to us and to the city. yet. for 
the reasons known to the gentlemen of the committee, we could not. 
We have used every foot of the Mall that we had the right to occupy. 
but the enormous development of the South since our road came into 
Washington and the enormous passenger travel between Florida and 
the North have simply made that station a flea-bite compared to what 
it ought to be. 

Then, when the question came up of getting suitable ground in the 
Mall, another matter came up in which you gentlemen here in Wash- 
ington are more closely interested than anybody else can be — that is. the 
absolute necessity of removing the grade crossings in the city. It is 
too late to discuss that as a policy. It is the policy of the world, and 
it is the policy which has controlled in England ever since railroads 
began to be built; but it is only in the last fifteen or twenty years that 
the railroads in this country have realized that it is to the interest of 
themselves as well as of the public that the grade crossings should 
be abolished. 

That is a difficult question here, and it is only a short time ago that 
the engineer commissioner of the District set himself to work, after 
we had thrashed over one scheme and another, and a plan was found 
for doing away with the grade crossings. That was provided in the 
bill of 1899. which requires an expenditure of 83.000,000 on account 
of the Baltimore and Potomac Railroad, to carry it into effect, count- 
ing the Long Bridge which is a part of the scheme. Therefore, when 
that became a law, and the Baltimore and Ohio bill became a law. we 
thought that the question was settled, and we went to work to rebuild 
the railroad. 

It was after that had been done that we understood that the people 
interested in Washington and its prosperity thought that the original 
plan under which this Mall had been laid out ought not to be departed 
from, and that if a very extensive passenger station was put upon that 
Mall, and the business of the country north and south was brought 
into that station, practically the question of removing the railways 
from the Mall was settled, because it would hardly be right for any- 
body, for even the Government of the United States and the city, to 
waste the amount of money that it would require in the future to get 
rid of that station. 

Therefore when that knowledge came to us. first, I think, through 
a commission that has that matter in charge, and afterwards through 
the Senate committee, when they came to us with the question. "Will 
you be willing to have the present legislation abandoned and to have 
a union station together with the Baltimore and Ohio Railroad I " it 
was only then that we felt that after all the question was not settled, 
and that, like Banquo's ghost, it was up again. 

But the policy of the Pennsylvania Railroad is as far as possible to 
meet the wishes of the people of the cities through which it runs, and 
I am only saying what is sound business sense when I say that, for it 
can not prosper unless it has the cordial support of the^ cities which 
give it traffic. Therefore in Newark and New Brunswick, and every 
large city between Philadelphia and New York, we are spending mil- 
lions of dollars to do the very thing that is to be done here — remove 
the grade crossings: and so far as terminal stations are concerned, we 



8 UNION RAILROAD STATION. 

are about to spend $40,000,000 to get into the city of New York and to 
put up a terminal station there which will be worthy of that city. 

We can go into New York and build a comparatively good-looking 
station, and one that will take care of our business, and save several 
million dollars, but we do not think that is the way to treat either the 
city of Washington or New York; and while this bill requires the 
Baltimore and Potomac road to spend three or four million dollars 
more than under the bill of 1891, we realize that it is the capital of 
the country, that business will increase here, and that in regard to a 
station located near the Capitol there ought to be harmony between 
the architecture of such a station and the architecture of the Capitol, 
and we can not stand in the way of what appeals to us estheticall v, as 
this does. 

The Chairman. Before you go further, please explain to the com- 
mittee wherein the expenditure of three to four million dollars would 
be imposed upon the Baltimore and Potomac road. 

Mr. Green. Of course that is to be a joint station, and one-half of 
that cost is to be paid by the Baltimore and Ohio and one-half b}^ the 
Baltimore and Potomac. 

The Chairman. Well, then, that three to four million dollars is the 
additional expense to the terminal company ? 

Mr. Green. That is the same thing, because it is owned by the two 
roads. 

The Chairman. That is, you mean the Baltimore and Ohio and the 
Baltimore and Potomac? 

Mr. Green. Yes, sir; they own all its stock. 

The Chairman. You own both lines — both the Baltimore and Ohio 
and the Pennsylvania? 

Mr. Green. No, sir. The Pennsylvania Railroad and the Northern 
Central own the Baltimore and Potomac road, and that road will have 
to pay for its share of the terminal stock out of its treasuiy, so that 
practically it comes out of our pockets. 

The Chairman. I understand that; but the three to four million 
dollars additional would be, on the whole 

Mr. Green. That three and one-half million dollars comes out of 
the pockets of the Baltimore and Potomac Company. 

The Chairman. That is what I wanted to get. 

Mr. Green. You will find in Senator McMillan's bill that he gives 
the figures very carefully. The Baltimore and Ohio under the bill 
will be thrown back from its present location, and as far as these freight 
facilities are concerned, will occupy a less advantageous position as 
compared with the present location, with an actual increase of expense 
to them, if Senator McMillan's figures are correct, of three to four 
hundred thousand dollars. But the increased cost to the Baltimore and 
Potomac road of one-half of the station and the tunnel line, and the 
expenditures for right of way and real estate in connection with that 
will require us to take $3,500,000 out of our treasury more than we 
would have done under the bill of 1891. 

Of that ^8,500,000 the bill would give the Baltimore and Potomac 
back $1,500,000, and in doing that it puts us on the same footing 
exactly as the bill of 11)01 puts the Baltimore and Ohio. The Balti- 
more and Ohio, under this plan, gets rid of the perilous grade crossings 
on its line, and the Government, in order to make it square and to do 
what every large city is doing and has done to-day, is willing to con- 



UNION RAILROAD STATION. £ 

tribute half of that expense. One-half of that expense to the Baltimore 
and Ohio is ..$1,500,000. 

Now the bill before the committee sa} T s to the Baltimore and Potomac 
road: As we counted the Mall against you in the bill of 1901, as our 
contribution toward the expense of removing the grade crossings, now 
that you surrender the Mall, and that you have to go out and buy 
the real estate for the new union station, we are willing to put you 
on the same footing as the Baltimore and Ohio road. 

The Chairman. I do not think that } T ou have quite made this clear to 
the committee, in reference to the additional expenditure of $3,500,000 
to $1,000,000. 

Mr. Green. Yes, sir. 

The Chairman. You state that the depot under the present law was 
to cost $1,500,000 to $2,000,000? 

Mr. Green. Yes, sir. 

The Chairman. Now, I understand the proposed depot is to cost 
$1,000,000. 

Mr. Green. Yes, sir. 

The Chairman. One-half of that would be $2,000,000. 

Mr. Green. Yes. sir. 

The Chairman. That would still leave $3,000,000 additional expense- 
for the Baltimore and Potomac road. Where does that come in? 

Mr. Green. 1 will give jou the figures right here, from one of the 
Government documents. The cost, under the bill of 1901, of revising 
the old line through the tunnel — that is, where the} r come into the city 
on the east — would be, in round figures, $1,520,000; the branch from 
Virginia avenue to the station is, in round figures, $100,000; the pas- 
senger station and train shed, $1,220,000; the Long Bridge, $750,000, 
and real estate which we have to purchase, $570,000; so that our entire 
expenditure under the original plan would be $1,100,000. 

Now, under the new plan, we have to pay one-half of the cost of 
the tunnel which is to run between the Capitol and the Congressional 
Library to connect up our tracks. We count the station at $1,000,000, 
although we are quite clear that before we get through it will cost 
nearer $5,000,000 than $1,000,000, and therefore, as joint holders with 
the Baltimore and Ohio, we charge ourselves with half of that — 
$2,000,000. One-half of the cost of tunnel to connect our present line 
with the union station is $825,000, the line running north from the 
station in order to get connection with our present line at Magruder 
station, where we will connect with our present line, and the neces- 
sary real estate and right of way will cost about $2,900,000. That 
make $5,700,000 of actual expenditure under the new bill. 

Now, if you add to that the cost of elevating and depressing our 
tracks through Washington, and the cost of rebuilding the old bridge, 
which, as before stated, aggregates $2,270,000, you get an aggregate of 
$7,970,000, or about $3,500,000 more under the new bill than under 
the old. 

The Chairman. That includes the new line out of the city and in 
Maryland? 

Mr. Green. We can not get to the union station without that new 
line. 

Mr. Sims. This is made necessary by the change ? 

Mr. Green. Yes, sir; and that is the only way that our engineers 
have been able to get the two lines together to make this connection 
with the union station. 



10 UNION RAILROAD STATION. 

Mr. Sims. It appears from your statement, Mr. Green, that it is an 
economic advantage to the railroad companies to accept the benefit of 
existing legislation rather than to have this new legislation ? 

Mr. Green. Yes, sir. 

Mr. Sims. Now, should Congress adjourn without passing this or 
some bill would the companies go ahead and act upon the existing 
legislation so as to make this union depot an impossibility if not pro- 
vided for at this session ? 

Mr. Green. Oh, well, Congress must not leave us astraddle of a 
rail. We are going ahead and spending large amounts of money, and 
we take it that Congress must certainly have as great an interest in 
this as we have. When the bill of 1901 was passed we accepted it 
in good faith. Now, if the nation and Congress does not want a union 
station we ought to know it. We can not wait here and hold all our 
financial plans in abeyance as we are now doing, indefinitely, and it 
would put us in a very unfortunate position, and I would hardly like 
to say how we would act. We could not wait another year, because 
there would be no assurance of any more definite action next year than 
this year. 

We can not, in justice, wait; we can not stop; we must do some- 
thing. I think if any of you. gentlemen will go to the station down 
here any afternoon, you will say that our people can not remain quiet 
and patient under the condition of affairs there. It is a disgrace to us 
and a disgrace to the city of Washington that nothing has been done 
upon this subject, and if nothing is done at this session, we would be 
apt to say, "Congress does not propose to do anything, and does not 
feel interest enough to take this up and do it, and we will have to do 
it ourselves and spend the money." 

We would have to take it up and consider what it was right to do 
for the interests of Washington and for the interests of our property, 
and, while we would not animadvert upon Congress, I think we would 
feel that Congress had not given sufficient attention to this — not the 
attention that it deserves. We might be entirely wrong, of course - 

Mr. Sims. In the condition that the two companies find themselves, 
with the existing legislation, if the bill is to become law, it is impor- 
tant that it should become the law at this session of Congress? 

Mr. Green. It is of vital necessity. I do not know of anything 
more so. We are holding up the whole of our work, and are doing 
nothing, just for that reason. 

Mr. Sims. And if the bill is not passed at this session you can not 
say that the company will not go ahead under existing legislation? 

Mr. Green. No, sir; I could not do that. We simply take the 
view, in this, of railroad people. We are like you, gentlemen. We 
occupy positions of trust for our shareholders, as you gentlemen do 
for the people of the United States. It is simply what we shall do for 
our shareholders and the public, and if there is something that should 
be done and has not been done we would simpty feel it our duty to do 
it. That is a duty that we can not avoid. 

Mr. Sims. I wanted to ask you about your statement as to the 
140,000,000 that you are to spend in New York. Does New York 
City, the municipality of New York, contribute anything to that '. 

Mr. GREEN. No, sir; they do not contribute anything in money, 
but we have to make our bargains with the Rapid Transit Commission. 
We do get from them the use of the streets, in which way we get 



UNION KAILROAD STATION. 11 

something far more important than money, because it would be simply 
impracticable for us to buy a private right of way through the city of 
New York, and therefore, when they give us the use of the streets, 
even though they couple that privilege with a rental, the} T are contrib- 
uting materially to the work. 

Mr. Mercer. The reason you request the Government and the 
municipality here to contribute to the work here is because of these 
changes in legislation? 

Mr. Green. Yes, sir; because the bill of 1901 is satisfactoiy to us, 
and as far as the Baltimore and Ohio is concerned — of course, 1 have 
no right to speak for them — they have not felt very kindly toward 
this bill at any time. I think Mr. Loree feels as we do, that he can 
not stand in the wa}^ of this improvement. 

Mr. Mudd. I understand the position of, yourself and the Balti- 
more and Ohio Railroad Company to be in this that j t ou would be 
perfectly satisfied with any proposition to postpone this action 
indefinitely ? 

Mr. Green. It would hardly be safe to say that. A year ago I 
would have said so, unreservedly; but we believe that what this bill 
is trying to do is right. We believe that there should be a union 
station where it can be erected at a reasonsble expense, and we believe 
that the scheme on which the Mall was originally laid out should be 
preserved in its entirety. 

Mr. Mudd. You are speaking of the Mall, and the beautifi cation of 
the cit} 7 , and that }our company takes a deep interest in the cit} T of 
W ashington— — 

Mr. Green. Just as we do in all the large cities through which we 
run. We can not dissever ourselves from the cities which give us 
business, and we feel the reflex action of the thought of the people in 
the large cities. We are doing it in many cities to-day where the rail- 
road is not getting an additional cent by it, and it is going to cost us 
a large amount of money, but we realty feel that it is right. 

Mr. Mudd. I want to get at this. 

Mr. Green. Yes, sir. 

Mr. Mudd. You want this not entirely because it is needful, but 
also because you feel that it is a demand. I wanted to get at this: 
Whether you not only want it because you need it, but also you are 
doing it in response to the demand of Congress and of the people of 
the District of Columbia. 

Mr. Green. We are doing it in response to that, but when you say 
that we do not desire that bill, that I could not say, because I think to 
a certain extent we do. 

Mr. Mudd. In other words, } r ou prefer the union depot and recom- 
mend it, instead of your present situation; but if that is not to be 
adopted, you are satisfied as you are. You are doing it in response to 
this demand? / 

Mr. Green. That is entirely true. We never would have done this 
unless it had come from the gentlemen to whom I have referred; but 
when it comes we can not look at it as an outsider would, and we can 
not say that the union station is not a good thing, because we believe 
in union stations, and we can not say that it is not a good idea to beau- 
tify and adorn the city of Washington, because we believe that it is. 
and we are willing to go ahead and spend this additional money out of 
our treasury, if they want it. 



12 UNION RAILROAD STATION. 

Mr. Mudd. You said that you pa} T half the cost of the tunnel — the 
tunnel around in the front of the Capitol here? 

Mr. Green. Yes, sir; between the Capitol and the Library. We pay 
half of that. 

Mr. Cowherd. You speak of other cities sharing a proportion of 
the cost that you bear with them? 

Mr. Green. Yes, sir. 

Mr. Cowherd. And you stated the cost in New York. Is that 
right, that they give you a line through the streets of the city ? 

Mr. Green. Yes; at a rental for putting our tunnel under the 
streets of the city. 

Mr. Cowherd. And that is a portion of the 140,000,000 that you 
are spending there ? 

Mr. Green. Please remember also that that includes a good deal of 
work in Brooklyn and New Jersey, besides that in the city of New 
York. 

Mr. Cowherd. And in the city of Washington they include as a 
part of the right of way a number of streets, and that is not included 
in the consideration ? 

Mr. Green. No, sir; they do not charge us anything for it. 

Mr. Cowherd. So that what New York contributes and charges for 
Washington contributes and gets no allowance for ? 

Mr. Green. Yes, sir; but you are probably not old enough to recol- 
lect the situation when we came here. We came here in order to give 
the country traversed by our Western lines a direct connection with 
the national capital. 

Mr. Cowherd. I am not speaking of the situation when you came 
here. 

Mr. Green. Washington was very glad to have us come in upon 
those terms, and we are on the streets here by authority of Congress, 
whereas we are not in NewXork now, but are applying for permission 
to enter that city. 

Mr. Cowherd. But the additional right of way over the streets is 
not 

Mr. Green. They do not give us any new rights of way on the 
streets. 

Mr. Cowherd. You come in through a tunnel and have all of Dela- 
ware avenue going out the other way. 

Mr. Green. And we furnish a new avenue on the west side of Dela- 
ware avenue in return for that. 

Mr. Cowherd. Then, you are getting something additional. 

Mr. Green. But they are requiring us to pay $3,000,000 for it. 

Mr. Cowherd. That is not even counted in as a part of the contri- 
bution of the city. 

Mr. Green. We have to pay $3,000,000 for something; that is 
plain; and if we are not paying it for that, what are we paying it for? 

Mr. Cowherd. You say that all these other places are making' 
contributions? 

Mi-. Green. Yes, sir. 

Mr. Cowherd. In their streets and part of the expenses? 

Mr. Green. Yes, sir. 

Mr. COWHERD. And the contribution in New York i.s to allow you 
to run under the streets, for which they charge a rental. 

Mi-. Green. Yes, sir. 



UNION KAILROAD STATION. 13 

Mr. Cowherd. Now I will call your attention to the fact that in 
addition to the 13,000,000, or one-half of the total, we are giving you 
the same thing New York is giving } t ou without any additional charge 
at all. 

Mr. Green. If you had to deal with the municipal authorities of 
New York, you would find it pretty hard to get anything out of them 
on better terms. 

Mr. Cowherd. I make no contention as to that. I only contrast 
the two. 

Mr. Green. I think my statements are correct. We are applying 
for an entrance into New York, which is an entirely different propo- 
sition from the one we have here. New York claims that she has 
suffered greatly from the fact that many of her franchises have been 
given away in the past for almost no return. 

But New York paid half of the cost of the depression of the tracks 
which reach the New York Central Station, and she paid one-half of 
the cost of elevating the tracks north of One hundred and twenty-fifth 
street, when it was necessary to adapt the grade to the increased eleva- 
tion of the bridge over the Harlem River; and the other cities gener- 
ally pay one-half of the cost. That is what you might call the average 
contribution. 

Mr. Cowherd. 1 believe Chicago paid nothing ? 

Mr. Green. Toward what? 

Mr. Cowherd. The elevation of the tracks. 

Mr. Green. No, sir; she had a law by which she could deal with 
the railroads and compel them to do what she wanted them to do, but 
that did not make it right. 

Mr. Sims. Is there not a greater desire on the part of the railroads 
to get into New York and have a station there than there is to have 
this change here? 

Mr. Green. We think so; but we could not persuade the controller 
of New York of that. 

Mr. Sims. 1 mean to get into New York. 

Mr. Green. Y^es, sir. Of course, New York is the commercial capi- 
tal of the country, and I suppose any railroad would be justified in 
wanting to get in there. 

Mr. Sims. The object there is to make money, and there is not the 
same aesthetic desire? 

Mr. Green. Yes, sir. The same elements do not exist there that 
do here. 

The Chairman. Is it not the fact that in this proposition the basis 
of it is for the purpose of beautifying the city of Washington ? 

Mr. Green. That is the way it has appeared to us. There is prac- 
tically no communhvv of interest between the Baltimore and Ohio and 
the Pennsjivania lines on the question of a union station; that is, there 
is no interchange of traffic. They are to all intents and purposes par- 
allel lines, parallel and competing lines. 

The Chairman. They are not like terminal lines that run from 
Chicago to the East, and from Chicago to the West, where a union 
station becomes almost a necessity. 

Now, so far as traffic is concerned, there is no call for a union station 
here?. 

Mr. Green. No, sir; not so far as the traffic is concerned. Because 
we and the Baltimore and Ohio are as keen competitors as any two 
lines can be. 



14 UNION RAILROAD STATION. 

Mr. Wadswokth. What would be the benefit to the railroads and 
what would be the benefit to the public of a union station in Wash- 
ington ? 

Mr. Green. Simply the convenience to the public. 

Mr. Wadsworth. My idea was that a union station was rather for 
the development of leg muscle than of comfort. I know that I have 
walked two miles looking for baggage in the union depot in St. Louis. 

Mr. Green. I think you can get a union station too large. While 
the St. Louis station is not perhaps too large, it is very uncomfortable 
to get around in. 

Mr. Wadsworth. What would be the actual benefit to the public 
here? 

Mr. Green. This station will be about 800 feet long. Four hundred 
feet on each side of the entrance of the union station is not much and 
is not a disagreeable distance to walk. 

Mr. Wadsworth. That is about a block. 

Mr. Green. That is one of our Philadelphia blocks. Every man 
who comes into Broad Street station to-day will probably be landed 
three or four hundred feet from the front of the station, and he walks 
that and does not mind it, because he is at his journey's end; but 
when you walk as far as you have to do in Boston or St. Louis, then 
I think you might get a union station too large. But this would not 
have this disadvantage. This would be a central point for all travel, 
and it certainly appeals to us as an entirely proper thing under the 
plans proposed here. 

Mr. Wadsworth. Your tracks come in, and where do you join the 
Baltimore and Ohio line? 

Mr. Green. We will have to go out to a little place called Magruder 
on our line and build a connection from there. 

Mr. Wadsworth. Out in Mainland ? 

Mr. Green. Yes, sir. Then we will connect with the tunnel line 
between the Capitol and the Library, so as to get down on Virginia 
avenue. 

The Chairman. Is it not true that a stranger really needs a guide 
in the St. Louis depot to get in and to get out? 

Mr. Green. If he is not a railroad man, I think he might. How- 
ever, if you will recall the old St. Louis station and compare it with 
the present one I think you would not have that back again. That 
was the most dangerous place that I ever saw. 

Mr. Cowherd. I would like to suggest, before } t ou take your seat, 
that there is another instance where the city did not pay anything for 
the elevation of the tracks or the tunnel. That is St. Louis. 

Mr. Green. St. Louis made a very good bargain; better than she 
could make to-day. 

Mr. Wadsworth. Then there is no benefit to the railroads in a union 
station ? 

Mr. Green. I do not see any special benefit in this case. There is 
an increase of expenses. I do not see any direct pecuniary benefit, 
and I think the officers of the Baltimore and Ohio would perhaps put 
that more strongly. 

Mr. Scagos. Permit me to ask Mr. Green a question. We have a 
special committee here from South Washington, and I desire to ask a 
question. 

The Chairman. Just a moment. This hearing is called for the 



UNION EAILROAD STATION. 15 

information of the committee, and we are not prepared to take it up in 
reference to the Washington delegation. We will have to take that 
up later. 

Mr. Scaggs. Verv well. 

The Chairman. ><ow, are there other representatives of the Penn- 
sylvania and the Baltimore and Ohio railroads present? 

Mr. Cowherd. Mr. Green, if this scheme does go through, would 
there be any objection on the part of } T our compan} T to providing a 
little local depot as near as possible to the end of the bridge for the 
people in the departments who come in from Virginia? 

Mr. Green. Do you mean the north end of the Long Bridge? 

Mr. Cowherd. Yes, sir; anywhere in that neighborhood, to accomo- 
date the local traffic. There are many people who work in the depart- 
ments that live over there and come in over the bridge. 

Mr. Green. I can not see myself that there would be. We tried 
that in Philadelphia, and if } t ou get the station too near your terminal 
station it is impossible to use it. 

Mr. Cowherd. That is the reason I was putting it as far as possible. 

Mr. Green. Yes, sir. There is no objection to putting a small 
station so far away that it does not interfere with the moving in or 
out of trains. 

STATEMENT OF MR. GEORGE E. HAMILTON. 

Mr. Hamilton. I regret exceedingly that President Loree, who 
expected to be present at this hearing, is unavoidably absent. 

Speaking for him. I would say that the position of the Baltimore 
and Ohio Railroad Company, and its attitude to the bill now under 
consideration, has been very properly outlined by Mr. Green in his 
statement of the position of the Pennsylvania road. 

Original h T the Baltimore and Ohio was hostile to the plan for a joint 
depot which would require its removal from a more advantageous 
site and entailed expenses that were excessive, not only when consid- 
ered as to the first cost, but when viewed in connection with the costs 
of keeping the improvements, when completed, in proper condition 
and in supplying the proper service. The company, however, did 
agree to the proposition coming, as has been said, from the Park 
Commission and the Senate committee, and having then agreed to it 
it is now willing to go on and have the joint depot, as proposed in the 
bill pending before you. 

The increase in cost to the Baltimore and Ohio over that provided 
for in the legislation of 1901 is not so large as it is to the Pennsyl- 
vania road, being something more than $300,000, but the company 
feels that it loses in the fact that its depot is put back; that its freight 
facilities are not so good, and it believes, or did believe, that too 
much money was required to be invested in the depot and terminal. 
You gentlemen will recognize the fact that after a certain amount of 
expenditure an} T additional sum spent upon depot and terminals is 
dead capital, which never yields a return. But, as I have stated, the 
company has consented to it, and it is perfectly willing to go on 
according to that consent, and it has made preparations to carry out 
the work that will be imposed upon it by reason of the legislation 
contained in this bill. Its position is like that of the Pennsylvania 
described by Mr. Green — originally it was opposed to the proposition. 



1£ UNION RAILROAD STATION. 

I will not say that it is opposed to it, although I believe that a union 
depot is much more beneficial to the public than to the companies, but 
I believe also that it is the policy of railroads to accede to the wishes 
of the public rather than to pursue a selfish course of temporary 
profit, so that I say. the Baltimore and Ohio is not hostile to the legis- 
lation' that is before you, but favors it. 

In response to the inquiry made by Mr. Cowherd, I would say that 
the conditions in this case seem to be very different from those exist- 
ing in New York with regard to the entry of the Pennsylvania road 
into that city. Here the Government is interested in the abolition of 
grade crossings, an existing evil, and it is doing only what has been 
done in every city of the United States excepting the city of Chicago; 
that is, contributing to the abolition of a difficult and dangerous thing. 
In New York that question does not enter, but here it does. We are 
established here by legislative act, and we have grade crossings. Con- 
gress and the people desire the roads to do away with grade crossings, 
and the contributions proposed are not in excess of the average cou 
tributions made by municipalities and States all through the United 
States, Chicago and Illinois excepted. 
Mr. Pearre. Permit me. 

Mr. Hamilton. Yes, sir. . 

Mr. Pearre. Has not the question of grade crossings and the atti- 
tude of the Government toward that matter been settled by the legis- 
lation of 1901 ? i _ ^ _ L _ . . ■ 

Mr. Hamilton. Yes, sir; i| has been settled by that legislation. 
These grade crossings were abolished; the Government gave to the 
Pennsylvania road a portion of the Mall and to the Baltimore and 
Ohio Railroad $1,500,000 toward their abolition. Under this bill the 
Pennsylvania surrenders that portion of the Mall referred to, and the 
payment by the Government for the abolition of grade crossings, as 
fixed in 1901, is $1,500,000; so that if this bill passes each road will 
receive $1,500,000 from the Government toward the abolition ot grade 
crossings, the only change being that now the Government gives money 
instead of the land which it (the Government) receives back. 

Mr. Cowherd. I would refer Mr. Hamilton to the report from the 
Interstate Commerce Commission in regard to cities m the country 
abolishing grade crossings. I think upon reading it he would prob- 
ably correct his statement. . , 
Mr. Hamilton. 1 think you will find that my statement is contained 
in the report of the Commissioners of the District of Columbia. 
When they were called on to make a report upon the legislation ot 
1901, they investigated the question and found and gave the laws and 
statistics covering this question in the several States. As 1 recollect 
it, Chicago and Illinois are the only city and State where no contribu- 
tion has been, or can be under the law, made for such purposes. 
Mr. Cowherd. There are several States. t . 
Mr. Hamilton. Not according to the report of the Commissioners. 
Take Massachusetts, for instance. The municipality is called upon by 
law to make a certain contribution and the State a certain contribution, 
and when you look into the legislation and into the work done under 
such legislation of the cities and States generally you will nnd tUat 
the ioint contributions of States and municipalities will equal the con- 
tribution that was made in 1901 by the Government to the roads. 
This is not a matter of assertion, but it is a statement based upon the 
report of the Commissioners, heretofore submitted to this committee. 



UNION RAILROAD STATION. 17 

% 

Mr. Cowherd. I admit that the Commissioners made such a report. 
I simply cali your attention to the report of the Interstate Commerce 
Commission, which is not in harmony with the report of the Commis- 
sioners. 

The Chairman. There is one matter which I wish you would make 
clear to us. As the committee understands the situation, the present 
management of the Baltimore and Ohio is controlled by the Pennsyl- 
yania road. Is that true? 

Mr. Hamilton. It is absolutely not true. 

The Chairman. Absolutely not? 

Mr. Hamilton. Yes, sir. I think, Mr. Chairman, that the state- 
ment was made both by Mr. Green, representing the Pennsylyania, 
and Mr. Loree, representing the Baltimore and Ohio, before the Sen- 
ate within a month that the Pennsylvania does not own the majority 
of the stock; that it has not a majority of the board of directors, and 
that the two roads are separate and distinct. 

The Chairman. Very true, but is not the Pennsylyania management 
dominant 

Mr. Green. Permit me to answer that. Emphatically, it is not. 
Did I understand anyone to say that that statement had been made, or 
was it a mere inquiry ? 

The Chairman. I said that it was undersood. That was merely 
leading up to a question that I desired to ask Mr. Hamilton. This is 
a matter that has cropped up, that there is a feeling on the part of cer- 
tain persons that this movement, or this general development here and 
control of the Baltimore and Ohio by the Pennsylvania, was to result 
in making' the Baltimore and Ohio a freight line and the Pennsylvania 
line a passenger line, taking the passenger business principally. I 
wanted to ask Mr. Hamilton if there was any truth in that. 

Mr. Green. That is so absurd that it is not worth a denial, but as 
it is gravely stated, I wish to say emphaticall} T that the Pennsylvania 
road does not control the Baltimore and Ohio; that it has but four 
men in the board of directors out of thirteen, and as a general rule 
four men can not do much with thirteen. 

Mr. Stewart. You say there is no demand by the railroad compa- 
nies for this depot for either railroad, but that it is a public demand. 
Will you tell me how the public have indicated that? Have they had 
a mass meeting in the city, or is it from the whole United States that 
the demand comes? How is that? 

Mr. Hamilton. I will say that the matter came to the railroads 
from the Senate committee representing that it was the desire 

Mr. Stewart. From the United States Senate ? 

Mr. Hamilton. From the United States Senate. That it was their 
purpose to beautify Washington, and that was the first suggestion of 
this project that the roads had. They had prepared to enter, in a cer- 
tain measure, upon work on the lines of the bill of last year, and they 
had no thought of a union depot until last summer it was brought to 
the attention of the roads, first to Mr. Cassatt and afterwards to the 
Baltimore and Ohio. 

Mr. Stewart. Has it been done through the legislatures in the dif 
ferent States? 

Mr. Hamilton. No, sir; but it is what Congress has been trying to 
force upon the roads, and what the people of the District of Columbia 
have been trying to obtain for years, I think for fifteen years. The 

U R s 2 



18 UNION KAILROAD STATION. 

question has been agitated here in every year, in every Congress, to 
give to the District and to give to the capital of the country a union 
depot. 

Mr. Mudd, Did the suggestion come from the Senate Committee 
contemporaneously with that of the Parking Commission 

Mr. Hamilton. I do not know whether the matter was first suggested 
by the Parking Commission or the Senate Committee. It was sug- 
gested some time last summer, I think, and it may have been from 
both the Commission and the chairman of the Senate Committee on 
the District of Columbia. 

In conclusion, I wish to say, speaking for the Baltimore and Ohio, 
that I fully concur in the position taken by Mr. Green, of the Penn- 
S}dvania, as being willing and desirous that the bill now being consid- 
ered should become a law, and I wish to add that it is most desirable 
that speedy action should be taken. We can do nothing with this 
legislation hanging over us. To proceed under the separate acts of 
1901 while this measure is still in Congress would be difficult and 
hurtful, and } T et time is running against u& and we feel the necessity 
of doing something. Conditions requiring immediate action have 
been spoken of by Mr. Green in regard to the Pennsylvania; those 
conditions are much worse with regard to the Baltimore and Ohio, 
and it is absolutely necessary that we should have some chart to regu- 
late our actions with regard to the future of the railroad problem in 
Washington, and we ought to know at once under wdiat legislation we 
may proceed. 

Mr. Wadsworth. What benefit would the public get from a union 
depot that they would not get from two well-constructed depots? 

Mr. Hamilton. I think the traveling public would get a very 
decided benefit. 

Mr. Wadsworth. What? 

Mr. Hamilton. The service would be much better, the convenience 
to the traveler would be greater, and passengers from one point could 
change to trains leaving for other points without leaving the depot. 
All of the arrangements would be combined at a joint depot, and a 
moment's consideration will suggest the absolute convenience of a 
union station. 

Mr. Wadsworth. Your passengers coming from New York in the 
cars going south, for 

Mr. Hamilton. At present they have to get out at the Baltimore 
and Ohio depot at C street, and in order to get to the Pennsylvania 
road must go as far as possible on the street cars, or in such vehicles 
as they can get hold of; in fact, the} 7 have to get over to the Pennsyl- 
vania as best the3 T can. Having all of the trains coming into the same 
depot would save such inconvenience. 

Mr. Green. The Baltimore and Ohio has no connection with the 
Southern Railroad, and passengers of necessity would have to go across 
the city, which, I should think, would be a very unpleasant thing. 

Mr. Wadswoktu. I would like to have the cost of the Baltimore 
and Ohio under this bill and under the other bill and the difference 
in what they receive from the city. 

Mr. Hamilton. The difference in what the Baltimore and Ohio 
receives is nothing, hut the difference in cost is about $300,000. 

Mr. Wadsworth. [s it that much more? 



UNION RAILEOAD STATION. 19 



Mr. Hamilton. That much more. 

Mr. Cowherd. Now, under the old estimate- 



Mr. Hamilton. I say the difference in cost to us is about $300,000. 
In this, however, is not included the purchase of property. We have 
purchased nearly all the property required under the old law, and we 
have purchased much of the property that is required under the present 
bill. 

Mr. Cowherd. Of course a part of that you will sell to the city — 
that is, the purchase under the old law— and the rest of it you hope to 
recoup on. Under the old law there was an estimate of $600,000, or 
something of that kind, for the elevated tracks given you under that 
old bill. 

Mr. Hamilton. Yes, sir. 

Mr. Cowherd. Now, does the Pennsylvania Railroad pay one-half 
of that cost? 

Mr. Hamilton. The Pennsylvania's one-half is added to that. The 
tracks, although under the old law they were ample to accommodate 
the business of the Baltimore and Ohio, are not ample to take on the 
business of the Pennsylvania; but when you examine this bill you will 
find that the Pennsylvania has the right to build on the east side of 
Delaware avenue 

Mr. Cowherd. Then this cost is increased for those elevated tracks 
to a sufficient amount to take up the $600,000 that it would cost the 
Baltimore and Potomac and the additional amount that it would cost 
the Baltimore and Ohio? 

Mr. Hamilton. Yes, sir. Our cost is not reduced by that addition. 

Mr. Cowherd. I thought you ran out over the same tracks ? 

Mr. Hamilton. No, sir; we double the tracks there. 

Mr. Cowherd. There is another question 

The Chairman. The bill provides for the construction of two addi- 
tional tracks for the Baltimore and Ohio for freight purposes ? 

Mr. Hamilton. Yes, sir. 
, The Chairman. And that is in addition to the tracks of the Penn- 
sylvania ? 

Mr. Hamilton. Yes, sir. 

The Chairman. That would be how many additional tracks — four ? 

Mr. Hamilton. It would be more than that. 

The Chairman. Well, how many would it be ? 

Mr. Graham. Six additional tracks. 

The Chairman. From the present number? 

Mr. Hamilton. Yes, sir. 

The Chairman. Four for the Pennsylvania and two for the Balti- 
more and Ohio? 

Mr. Hamilton. Yes, sir. 

Mr. Graham. Six in all. 

Mr. Hamilton. How many of those are the new tracks of the Penn- 
sylvania ? 

Mr. Graham. There are two tracks of the Pennsylvania; two addi- 
tional tracks. 

The Chairman. Two additional tracks for the Baltimore and Ohio ? 

Mr. Hamilton. Those are limited tracks for light freight, and they 
come in a part of the way only into the city. They do not run all the 
way into the city. 



20 UNION RAILROAD STATION. 

Mr. Cowherd. Here is what I am trying to get at. Here was the 
old Baltimore and Ohio depot, at Delaware avenue and C street? 

Mr. Hamilton. Yes, sir. 

Mr. Cowherd. The terminal was not included in the amount the city 
was to pa} 7 ? 

Mr. Hamilton. No, sir; it is not included now. 

Mr. Cowherd. Yes; but out to M street you allowed a certain 
amount of which the city should pay one-half for the elevation of 
tracks. Now, this elevation has been moved back to this point [indi- 
cating on map], more than half of it is done away with, which you will 
not have to build. 

Mr. Hamilton. You will find an answer to that on page 6 of the 
report from the Senate Committee on the District of Columbia, which 
says "In the case of the Baltimore and Ohio the total estimated cost 
is $250,000, or $300,000 greater than that of last year. This is due to 
sharing the cost of the tunnel, estimated at $824,525. Outside of the 
tunnel the cost is less on account of the lessened length of viaduct and 
because a part of the expense is to be shared by the Baltimore and 
Potomac." 

Mr. Cowherd. Half of the tunnel? 

Mr. Hamilton. Half of the expense of the tunnel and half of the 
expense of the elevation to get out there is to be borne by the Balti- 
more and Ohio. 

Mr. Cowherd. From this point [indicating] ? 

Mr. Hamilton. From the tunnel. 

Mr. Cowherd. From the tunnel here [indicating] ? 

Mr. Hamilton. Yes, sir. 

Mr. Cowherd. These tracks do not come in on an elevated struc- 
ture ? I understand these tracks come in under Massachusetts avenue. 

Mr. Hamilton. They are part elevated and part depressed, and we 
have to make the bridges and elevated crossings. 

Mr. Cowherd. As I understand you, your contention is that the 
Baltimore and Ohio pays $300,000 more than 

Mr. Hamilton. Three hundred thousand dollars more than if we 
were allowed to build under the legislation of 1901. 

Mr. Cowherd. Including the cost of the depot and everything ? 

Mr. Hamilton. Yes, sir; as estimated. 

Mr. Cowherd. Now, this plaza that is to be built here; I under- 
stand that it is to be graded up here [indicating] ; who pavs the cost of 
that? 

Mr. Hamilton. That is a District matter. We have nothing to 
do with the plaza. We have to give the avenue there on the west 
side of the terminal, as you see it is marked there — right where your 
finger is [indicating]. We have to give the road in lieu of what is 
taken up here in order to have the depot accessible from all sides. 
The city does the grading and approaches to the plaza, and the rail- 
roads give them the handling of the material free of cost. The cit} T is 
to do the grading, and from this, consequently, I would judge that the 
change of Massachusetts avenue is a matter within the province of the 
Commissioners of the District, but the railroads give them the trains 
to haul the dirt in. 

Mr. Cowherd. They agree to haul the dirt in free of cost? 

Mr. Hamilton. Yes, sir. 



UNION EAILKOAD STATION. 21 

Mr. Mudd. I want to direct your attention to section 11 of the bill. 
You have it before you? 

Mr. Hamilton. Yes, sir. 

Mr. Mudd. Page 24. I understand that you, speaking for the 
Baltimore and Ohio Railroad Company, say that you want this legisla- 
tion. You favor it, do }'ou not? 

Mr. Hamilton. Yes, sir; as it is. If it was an unreasonable proposi- 
tion we would not favor it. Taking it as it is, we would not oppose 
it and would be glad to see it go through, because we think it is a 
matter of general moment. 

Mr. Mudd. I am not controverting anything. Standing here now, 
in the present position, you want this legislation? 

Mr. Hamilton. Yes, sir. 

Mr. Mudd. And you expect to take advantage of it if it is passed? 

Mr. Hamilton. Yes, sir. 

Mr. Mudd. Do you not think it is a rather incompatible provision 
of section 11, which says: 

kw That the provisions of this act shall be duly accepted by the Balti- 
more and Ohio Railroad Company and the Baltimore and Potomac 
Railroad Company and the terminal company by resolution duly 
adopted by the directors of each compan}% and a certified copy thereof 
filed in the Department of State within ninety days after the passage 
of this act ? " 

Then further down it says: 

4 ' And if any of said companies shall refuse or omit to accept the 
same within the said period of ninety days, then and thereupon this 
act and all its provisions shall become void and of no effect." 

I apprehend that of course you will accept that legislation if it is 
passed. 

Mr. Hamilton. That would depend very much upon what shape it 
should pass in. If the bill passed as it has been shaped up to the 
present time, and in that shape, the companies have gone very far 
toward saying that it would be accepted, but if it were mutilated by 
provisions imposing onerous conditions on them, I believe the compa 
nies might be compelled to refuse to accept it. 

Mr. Mudd. If we are with you, you are with us? 

Mr. Hamilton. Precisely, because it is not our measure. We do 
not want you to think that we have directh" or indirectly promoted 
the introduction of this bill. It was a measure that was proposed to 
us, and upon the assertion that it would meet with popular favor, 
that it would be what the city required, and for reasons that were 
stated by Mr. Green, being citizens of the District here, the roads 
were willing to take it, and if Congress gives it to us in such shape 
that we can live under it — in its present shape — the roads will take it. 
But we certainly could not take it as it might come out of Congress. 

Mr. Mudd. I understand }'our proposition is, that if the bill were 
changed so as it would be in a different shape you would want to use 
this right to refuse to accept it. 

Mr. Hamilton. Undoubtedly so, and most positively. 

Mr. Mudd. Passed substantially as it is, you say you understand 
that Congress would be put in a very peculiar position if you should 
say within ninety days time that you refused to take it. 

Mr. Hamilton. I think the bill now is in reasonable form, but if 



22 UNION RAILROAD STATION. 

it was changed, any such change in the bill would have to be considered. 

Mr. Mudd. Exactly. Now, what I want to know is, can 3^ou give 
me any idea as to how much difference there would be between the 
time consumed in coming from Baltimore to the union station and 
that which is consumed now in coming to the depot as you now have it? 

Mr. Hamilton. I can not tell you exactly. 

Mr. Mudd. Five or ten minutes ? 

Mr. Crawford. It would be li miles difference. 

Mr. Sims. If I understand you, Mr. Hamilton, from an economic 
standpoint the legislation proposed is not as advantageous as the 
existing law ? 

Mr. Hamilton. Undoubtedly not. 

Mr. Sims. Then, if Congress should fail to pass this, would it not be 
to the interest of your company to proceed under existing legislation 
instead of waiting until next winter? 

Mr. Hamilton. It would be a question we would have to consider 
very fully. It would be certainly to our advantage to proceed, but it 
would not be to the advantage of the company to proceed if there was 
a bill pending in Congress that might do away with any action taken. 

Mr. Norton. Is it not true that this legislation was never originated 
by the Baltimore and Ohio, or the Baltimore and Potomac; that you 
did not originate this change? 

Mr. Hamilton. Yes, sir; I think the statement is contained in the 
report of the Senate committee. The fatherhood of the bill is given 
there. It was not railroad legislation in any shape or form. 

Mr. Norton. You gave your views only, and have furnished a 
map atthe request virtually of the Park Commission? 

Mr. Hamilton. We were called upon, not b}^ the Park Commis- 
sion, but the roads were called upon by the members of the Senate 
Committee on the District of Columbia and the members of the Park 
Commission. 

Mr. Mudd. Is that the place that you want to locate the fatherhood 
of the bill? 

Mr. Hamilton. I said they located it themselves. They say in their 
report that it was a proposition made by them to the roads, and not by 
the roads to them. I think that is plain in the first paragraph of the 
report. 

Mr. Mudd. I think that is a good paternity. 

Mr. Sims. I do not see that it makes any difference who was the 
father. 

Mr. Hamilton. 1 do not. They thought that, all things considered, 
it was a meritorious measure, and the} T would give it their support. 

Mr. Mercer. This does not repeal the act of 1901 ? 

Mr. Hamilton. Only in part. There are some provisions in this 
act inconsistent with the acts of 1901, and when this becomes a law 
certain portions of those acts will be repealed; but in the main it will 
stand. For instance, the legislation affecting the Baltimore and Ohio 
in this act is but very little different from the provisions of the old 
act. They are modified by the setting back of the depot to Massa- 
chusetts avenue from C street, so far as the Baltimore and Ohio is 
concerned. 

Mr. Mercer. Do you leave on the statute books that with regard 
to the Fish Commission building, and its removal, and so forth. 



UNION RAILROAD STATION. 23 

Mr. Hamilton. All the provisions, altered or repealed, are specifi- 
cally set forth in this bill, as you will find. 

Mr. Green. I have a train that I would like to take, Mr. Chair- 
man, and I should like to leave now. I am very much obliged to you 
for } T our courteous attention. 

The Chairman. Now, gentlemen, the committee has onty five min- 
utes more time this morning, and if you will kindly give the members 
of the committee possession of the room, we have some little business 
to transact. 

Thereupon, at 11.55 a. m., the committee went into executive ses- 
sion. 



Committee on the District of Columbia, 

Wednesday, June 18, 1902. 

The Committee on the District of Columbia this daj r met at 10.20 
a. m. , with Hon. David H. Mercer in the chair. 

Present: Messrs. Mercer, Smith, Allen, Pearre, Wadsworth, Mor- 
rell, Blackburn, Stewart, Meyer, Cowherd, Norton, and Sims. 

Mr. Mercer. How many different associations are present who 
desire to be heard? The committee would like to know that, so we 
can divide up the time between them. 

The following associations reported: 

The South Washington Citizens' Association, the North Capitol and 
Eckington Citizens' Association, the East Washington Citizens' Asso- 
ciation, and the Northeast Washington Association. 

Mr. Maurice B. Rosenberg. Mr. Chairman, 1 represent a number 
of individuals and I would like to be heard. 

Mr. Mercer. What individuals ? 

Mr. Rosenberg. Owners of real estate in south Washington. 

The following associations also reported: East End Suburban Citi- 
zens' Association and the Washington Board of Trade. 

Mr. Mercer. Mr. Warner is obliged to leave immediately and we 
will let him open the hearing. 

STATEMENT OF ME. B. H. WAENEE. 

Mr. Warner. Mr. Chairman and gentlemen of the committee, this 
is a proposition which interests not only the people of Washington, 
but the people of eveiy Congressional district in this countiw. We 
have been suffering from a lack of facilities here for the past — well, 
up to the present time — and I have been actively engaged either in 
opposing some measure or in favoring it for twent} T -five 5 T ears. This 
is the first time I have seen a measure that is at all practicable and 
upon which the companies and the government of the District of 
Columbia and man} 7 representatives in both Houses of Congress unite. 

I need not consume your time by going over this matter extensively, 
because there are so many here who desire to speak. I have put in 
writing the main points I wish to call to your attention. I want to 
say I am not at all interested in any railroad corporation, and speak 
simply as a citizen of the community. 

Speaking for a large number of citizens of the District of Columbia, 
as well as in my own behalf, I earnestly urge the passage of the bill 



24 UNION RAILKOAD STATION. 

now pending before your committee providing for a union station in 
the District of Columbia, for the following reasons: 

First. There is great need for such a station, both for the con- 
venience of the traveling public and the business interests of the 
national capital. 

Second. There is a stronger sentiment in favor of the plan outlined 
in said bill than I have ever known to exist before. 

Third. Because provision is made for the abolition of grade cross- 
ings, and greater safety afforded. 

Fourth. The plan contemplates the removal of tracks from the Mall 
and permits the carrying out of improvements which can not be made 
unless the railroads are compelled to move. 

Fifth. The proposition made by the companies is in accordance with 
suggestions made to them, and involves a vast expenditure of money 
which they could well avoid assuming if their policy were selfish and 
narrow. 

Sixth. The contribution toward the expense of the changes seems to 
be fairly proportioned when all the circumstances are taken into 
consideration. 

Seventh. Under the plan proposed the important highways of the 
city are less interfered with than under any suggestions heretofore 
made. 

Eighth. The union station will be a magnificent addition to the 
structures which now adorn the capital city, and will rise to the dig- 
nity of a public building. 

Ninth. The work will be done under the control and supervision of 
corporations which can not afford to undertake a work which can 
justly be criticised because its details are not well and faithfully car- 
ried out. 

Tenth. Because the plan and construction will be subject to the 
approval of the best engineers in the country, and virtually of Con- 
gress itself. 

Eleventh. For the reason that many citizens of the District of 
Columbia who have for years been advocating proper terminal facili- 
ties be provided by the railroads are now in hearty accord with the 
measure as the best that has been designed, and believe that if speedy 
action is not taken delays will result in defeating the very results we 
have so long hoped to attain. 

Twelfth. The expenditure of nearly $15,000,000 will be of great 
benefit to the laboring men of the city. 

Now, Mr. Chairman and gentlemen of the committee, there are a 
number who will appear before you this morning to advocate other 
routes or a modification of the present route, or other plans. Now, I 
would be pleased to see every association of this city and every indi- 
vidual of this city accommodated by having their preferences regarded, 
but that can not be done. We must consult the interest of the gen- 
eral public, and somebody must suffer. Now, I have a piece of prop- 
erty that will be very largely damaged, as the grade will be changed 
15 feet in front of the house and the value of that house might be 
wiped out. 

But yet I should deem it my duty to sacrifice it in the interest of a 
great project like this, and I want to call the attention of the commit- 
tee to the fact that many of the citizens of Washington are under the 
impression that they will not receive adequate damages. As long as I 



UNION RAILROAD STATION. 25 

have referred to this piece of property, I would like to bring up that 
question, as I think damages are provided for in this bill. That is 
about all I have to say. 

Mr. Mercer. I find that we can allow each organization about nine 
minutes. 

Mr. James F. Skaggs (president of the South Washington Citizens' 
Association). Will } t ou allow me to ask Mr. Warner one question? 

Mr. Mercer. Yes; you can ask him one question. 

Mr. Skaggs. I will ask Mr. Warner if he considers that the destruc- 
tion of Maryland and Virginia avenues is for the beautincation of 
Washington. 

Mr. Warner. If you should ask me if the destruction of the National 
Capitol or the Treasury Department is for the beautincation of Wash- 
ington I should answer in the negative. Those thoroughfares are now 
occupied by railroad tracks, and it will not be anymore destruction than 
when they were laid down. 

Mr. Skaggs. Do you want to keep destroyed two of the prettiest 
avenues in the city? 

Mr. Warner. I would like to see the tracks taken out of the ave- 
nues. I would like to see any other route adopted which might be 
better than this. I would like to see the preference of e\ery citizen 
regarded if we can do so, and if any other route can be selected accept- 
able to the District authorities and the railroad authorities by which 
the wishes of these gentlemen could be regarded I would like to have 
that done, but I would not like to see this project killed because of 
delays by quibbles over questions that can never be settled. 

Mr. Skaggs. Does Mr. Warner understand that anybody is here 
with the intention of killing this project? 

Mr. Warner. Not directry; but delays are dangerous, and delays 
often result in death. 

Mr. Morrell. Mr. Chairman, 1 move that we proceed with the 
hearing of the next association. 

Mr. Mercer. The next is the Southwest Citizens' Association. 

STATEMENT OF MR. R. H. JOHNSON, CHAIRMAN OF THE SPECIAL 
RAILROAD COMMITTEE OF THE SOUTHWEST CITIZENS' ASSOCI- 
ATION. 

Mr. Johnson. Mr. Chairman and gentlemen of the committee, the 
case of the South Washington Association is thoroughly covered in a 
memorial I will present and ask to have made part of my argument. 

I am sorry Mr. Warner made the statement that as the tracks on 
Maryland and Virginia avenues are there the avenues will not be 
destroyed more under the new bill than they are now. About a little 
more than 1,000,000 feet is taken out of Maryland avenue and Vir- 
ginia avenue and the parking spaces and the sidewalks abutting on 
these avenues, and the proposition as far as we can see is to give them 
over to the railroad companies for use as freight yards. This associa- 
tion is here, though, not in antagonism of this bill. We want a union 
station. We want grade crossing's abolished. We are here to advocate 
what is known as the Water-street route. That is not a new project 
by any means. 

For more than twenty-five years it has been discussed and favored 
by numerous citizens' associations and other representative bodies of 



26 UNION RAILROAD STATION. 

this District. Heretofore two great obstacles have been in the way of 
the successful carrying out of this plan. First, the reluctance on the 
part of the railroad company to give up the station site in the Mall. 
Secondly, the dispute as to the river front property. The Supreme 
Court, by its decision about eighteen months ago, vested all the prop- 
erty south of Water street in the United States Government, and that 
decision removed the greatest obstacle to the successful carrying out 
of the Water street route. Briefly stated, our plan is to bring the 
railroad tracks on a viaduct down Water street to K, and thence on K 
street to Delaware avenue. 

Mr. Pearre. Have you a plat of your scheme here? 

Mr. Johnson. Yes, sir. There are eight or ten maps here, but 
there is some little change made in our plan. The official map is in 
the hands of the chairman of your committee. To be more specific 
in this matter, I would state the plan provides for a curving in of the 
tracks from the Long Bridge 40 feet south of the north line of Water 
street; thence south westwardly along Water street to the foot of Eighth 
street and K street SW. ; thence eastwardly along K street SW. to the 
intersection of K street and Delaware avenue SW. ; thence northeast- 
wardly along Delaware avenue to join and connect with the tracks 
provided in the Senate bill 4825. Also, beginning at the intersection 
of Delaware avenue and K street SW., eastwardly along K street to 
connect with the tracks of the navy -yard tunnel. 

Now, gentlemen, the plan which is before you is the plan which 
was advocated by a special committee of the citizens' associations of 
this District. It was adopted about eight or ten years ago, and, as I 
stated before, it is not a new plan, as it has time and again received 
the recommendation of our citizens' associations, and as late as 1895 a 
bill was under discussion in the Senate Committee on the District of 
Columbia. Water street from Fourteenth to Fifth street is not occu- 
pied by a single private residence; it is taken up wholly with mer- 
cantile establishments. To explain that bill I will say we desire 
some changes. As I have stated before, the route is better defined on 
the map which the chairman of this committee has and which was sent 
to him about ten days ago. 

Mr. Pearre. This does not set out the lines proposed in your 
memorial. 

Mr. Johnson. I will state to the gentleman there was a letter sent 
to the chairman at the time explaining the changes. 

Mr. Morrell. On this route where is it proposed to put the station I 

Mr. Johnson. There are some changes proposed on that map, but, 
owing to the shortness of time and the fact that the plate was lost, we 
were not able to get a new map. As I stated before, we are in favor 
of a union station; we want it. Now, Maryland and Virginia avenues 
are as necessary for the well being and success of South Washington 
as two arms are to an individual, and 1 will illustrate it. 

Prior to the passage of the act of February 12, 1901, it was repre- 
sented that in order to abolish grade crossings and to get into the sta- 
tion site 1 , on the Mall it was necessary to close certain parts of Maryland 
and Virginia avenues; that is, to close the south side of Virginia ave- 
nue between Second and Four-and-a-half streets and the north side of 
Virginia avenue between Four-and-a-half and Seventh streets, the 
•south side of Maryland avenue between Ninth and Tenth streets, and 



UNION RAILROAD STATION. 27 

all that district between Twelfth and Fourteenth south of E street SW. 
That proposition, gentlemen, was advocated for the purpose of allow- 
ing the railroad to get into the station in the Mall and to abolish grade 
crossings. 

Where is there in this bill pending before this committee a provision 
taking away the right of the railroad compan} T to this ground X They 
still maintain the right to occupy it, only, as a matter of fact, the 
reason was given at the time that it was necessary to take these streets 
in order to get to the station on the Mall, and it seems to us that it is 
not a proper plan to take these streets and donate them to the rail- 
roads to be used for freight-yard purposes, with a station site more 
than 1 mile distant from it. and the streets can not be used in con- 
nection with the station site. 

Mr. Pearre. In this plat where is it proposed the station shall be? 

Mr. Johxsox. That is the old plat and the station site is to be on 
north Massachusetts avenue. 

Mr. Peaere. If this plat is adopted it is still contemplated to use 
Virginia and Maryland avenues ? 

Air. Johxsox. No: it provides the tracks are to leave Virginia and 
Marvland avenues and come up bv Water street. The plat provides 
that 

Mr. Pearre. As I understand the memorial, you intend coming 
from the Long Bridge to Fourteenth, then down Water street to 
Eighth, and along K street to connect with the present line at the 
tunnel i 

Mr. Johxsox. That is for the southern route. 

Mr. Pearre. And the elevated structure comes in at K street '. 

Mr. Johxsox. The elevated structure comes in at Delaware avenue. 

Mr. Morrell. But under the plan of the association, where is it 
proposed to locate the station \ 

Mr. Johxson. On the north line of Massachusetts avenue as pro- 
vided under the bill pending before this committee. We make no 
change other than we ask to take the railroad tracks off Maryland and 
Virginia avenues. 

Mr. Mercer. Have you any other data there you wish to file for 
the benefit of the committee? 

Mr. Johxsox. We have filed it. We have a letter explaining our 
plan, and we have a map with the chairman of the committee showing 
our route exactly. This is simply to give the committee a general idea 
while I was making my remarks. 

Mr. Cowherd. You said that certain streets were given under the 
legislation passed last year for the special purpose of letting them get 
in on the Mall, and those streets could only be used under the proposed 
legislation as freight tracks. What streets were those, please I 

Mr. Johxsox. It was Virginia avenue between Second and Four- 
and-a-half, south side; north side of Virginia avenue between Sixth 
and Seventh; the south side of Maryland avenue .between Ninth and 
Tenth, and the closing of C street between Sixth and Seventh. 

Mr. Cowherd. You contend those streets are not necessary in this 
plan as now provided in the Senate ? 

Mr. Johxsox. We most emphatically contend that. 

Mr. Cowherd. And they can only be used by the railroads 

Mr. Johxsox. For a freight yard and storage purposes. 



28 UNION RAILROAD STATION. 

Mr. Morrell. Between Sixth and Seventh on Virginia avenue? 

Mr. Johnson. On Virginia and Maryland avenues; but, gentlemen; 
you understand me 

(At this point Chairman Babcock took the chair, and Messrs. Mudd 
and Jenkins also entered the room.) 

The Chairman. The gentleman's time has expired. 

Mr. Johnson. I would ask that the committee be allowed to file this 
as an amendment to Senate bill 4825, defining the route as advocated 
by our association. 

[As an amendment to Senate bill 4825.] ■ 

DEFINING THE PLAN AND ROUTE OF THE STEAM RAILROAD TRACKS IN 
THE SOUTHWEST SECTION OF THE CITY AS RECOMMENDED AND 
ADOPTED BY THE SOUTH WASHINGTON CITIZENS' ASSOCIATION. 

Commencing by a curved line from the Long Bridge to a point in 
Water street between Thirteenth and Fourteenth streets SW., 40 feet 
south of the north line of said Water street; thence southeastwardly 
along Water street on an elevated structure to a point at the foot of 
Eighth and K streets S W. ; thence eastwardly along K street SW. on 
an elevated structure to a point at the junction of K street and Dela- 
ware avenue SW. ; thence by a curved line into Delaware avenue, and 
proceeding northeastwardly in the middle of said avenue on an elevated 
structure to a connection with the line of tracks provided for in and 
under Senate bill 4825; and also from a point on said above-described 
line, that is to say, by a continuation of the tracks at the intersection 
of K street and Delaware avenue SW., eastwardly along K street SW. 
and SE. , to a connection with the tracks at the beginning of the navy- 
yard tunnel, it being the purpose of this plan that all grade crossings 
shall be abolished. 

Mr. Johnson also submitted the following letter and memorial: 

SOUTH WASHINGTON CITIZENS' ASSOCIATION SUGGEST " WATER STREET 

ROUTE." 

Washington, D. C, June 3, 190*2. 
Hon. J. W. Babcock, 

Chairman of the House of Representatives 

Committee on the District of Columbia. 

My Dear Sir: We understand it is the purpose of your committee 
to drive over and examine the proposed route, outlined in the Union 
Station bill, as passed by the United States Senate last month. If such 
is the case, we submit herewith the plan of the South Washington 
Citizens' Association with the hope and request that you examine the 
route as proposed under our plan, relieving, as it will, Maryland and 
Virginia avenues and all that section of the city north of Water and 
K streets SW. from the ruinous effects of railroad tracks and traffic, 
and further, for the following reasons: 

The conditions heretofore existing as to the title to the Water front 
property, having been removed by the decision of the United States 
Supreme Court, declaring and vesting title to all the ground south of 
Water street in the United States Government; the contemplated 
removal of the station site from the Mall; the interference of the 
present occupancy of Maryland and Virginia avenues by the railroad 



UNION KAILROAD STATION. 29 

tracks with the Park Commission's plan; the great advantage accruing 
to the city and the interests of its people; the giving to the railroad 
company a route and a locality where they will be unhampered in 
handling and transacting their large and increasing business; placing 
them on a street where improvements are of little value and ground 
cheap, thereby giving our merchants an opportunity to purchase 
ground for warehouse and siding purposes in a section where they will 
be free and undisturbed in the handling of their business; the placing 
of the railroad company and its tracks where they will probably never 
be disturbed; a location that will afford the best and most satisfactory 
solution of the vexed railroad problem for msmj years to come — 
these are a few of the many reasons why the Water street route 
should be selected. 

By the adoption of the Water street route the railroad will be bene- 
fited as follows: 

First. The expense to the railroad will be greatly reduced by using 
the present old tunnel on K street SE. , thereby doing away with the 
necessity of building a new tunnel under Virginia avenue SE. , as the 
new line of tracks will run directly into the old tunnel by way of K 
street SE. and SW. , and will intersect and connect with the new line 
of tracks on Delaware avenue SW., which line will connect with the 
new station site. 

Second. It will not be necessary for the railroad company to pur- 
chase additional land for freight-yard purposes, as the property on 
both sides of the proposed lines, from Delaware avenue SW. to the 
Long Bridge, is available to our merchants for warehouse and siding 
purposes; this especially along the north and south side of Water 
street, where merchandise of all kinds can be handled and where the 
wharves can be utilized for shipping coal, etc., to Eastern ports. 
The north side of Water street is peculiarly adapted for the location 
of "mills," a number of which are now located in the vicinity of and 
south of Pennsylvania avenue, and which, sooner or later, will be 
compelled to remove from their present location. 

Third. By the removal to W^ater street the railroad company would 
be largely compensated by the sale of land owned by them on the 
present line of tracks, as the removal of the railroad traffic and tracks 
will cause a rapid rise in land values on Maryland and Virginia ave- 
nues and streets adjacent thereto. 

Fourth. The expediency with which the new work could be com- 
menced and completed without disturbing the present tracks and route, 
thereby saving the railroad company large costs, and preventing con- 
siderable annoyances and inconveniences to citizens and property 
owners in the southwest section by reason of the laying and construc- 
tion of temporary tracks and other disagreeable features connected 
with and incident to the change under the present bill. 

A few of the many advantages to be gained by the city in the 
event of the adoption of the Water street route, are as follows: 

First. It restores to the cit}^ in their original state Maryland and 
Virginia avenues, thus making possible the treatment of these streets 
on lines laid down by the Park Commission, and in accordance with 
their recommendations and suggestions, a conspicuous feature of their 
plan being the beautifying of Maryland avenue and making it one of 
the famous streets leading from and connecting the Capitol building 
with Potomac Park, the new highway bridge, the prospective Memo- 



30 UNION RAILROAD STATION. 

rial Bridge, and the circuit of parks provided for under the Park 
Commission's plan. 

Second. It will save several hundred thousand dollars to the city 
and the United States Government in the shape of heav} 7 costs for 
approaches to bridges, change of grade, and heavy damages to private 
property along the railroad line, as is proposed under the bill of Feb- 
ruary 12, 1901. 

Third. It means larger revenues from taxable property by reason 
of increased land values; it will give greater revenue from the wharf 
property and the water front; it will result in considerable saving to 
owners having improved property along the present line of railroad 
tracks, as under the present bill the property will be continually dam- 
aged by the heavy traffic climbing grades, smokes, etc., requiring, as it 
will, an annual expenditure to keep the property in good order and 
condition. 

Fourth. It will increase the value of property in the entire section 
of the southwest part of the city; in the central part of the southwest 
section, because of its removal from, and the southern part, because 
of its removal to, a location where property is assessed at a low figure 
by reason of little value and which would under the changed condi- 
tions give it greater value by reason of its adaptability and use for 
commercial purposes. 

Fifth. The Water street route would mean the making of a new 
town in the southwest section of the city, throwing open, as it would, 
and making desirable for resident purposes a large part of the south- 
west section and increasing the value of the other part for commercial 
purposes. 

Sixth. It would mean the preservation of Garfield Park, the saving 
of the United States Government reservation between Seventh and 
Ninth streets, C street and Virginia avenue SW., and several smaller 
reservations that are given up to the railroad under the present bill, 
besides keeping open and free from railroad tracks and traffic the fol- 
lowing streets intersecting Maryland and Virginia avenues: Third 
street, Four-and-a-half street, Sixth street, Seventh street, Ninth street, 
Tenth street, Eleventh street, and Twelfth street, preserving, as it 
will, these beautiful streets and avenues, laid out and planned solely for 
the use, comfort, and the enjoyment of the people. 

Seventh. It will do away witii the necessity of changing the water 
and sewer service of the city to accommodate the depressed .system 
under the present plan; it will allow the street railroad tracks to 
remain as they now are; it will result in no change to the gas mains; 
it will do away with the necessity of excavating a considerable part of 
Maryland avenue, which would be a menace to health, jeopardizing, as 
it would, the health and life of those living close to Maryland avenue. 
and bringing about a condition that may cause an epidemic of t}^phoid 
fever and other sickness. 

Eighth. It would afford an opportunity to erect desirable houses 
and homes for a large number of people employed in the various Gov- 
ernment departments along B street SW., who are unable under 
the present conditions to secure desirably located homes in this section 
of the city, due to the fact that the section north of Maryland and 
Virginia avenues is small and limited and is entirely built up, compel- 
ling the employees to go to other parts of the city to secure homes. 

Ninth. Finally, the Water street plan we believe to be practicable, 
and, as stated before, it is the most satisfactory solution of the railroad 



UNION RAILROAD STATION. 31 

question, benefiting, as it will, the interest of all parties concerned; 
that is, it will mean the saving of several hundred thousand dollars to 
the railroad company in construction charges, the saving of large 
sums to the taxpayers of the District of Columbia and the United 
States Government, and it will bring about a condition innuring to the 
benefit and welfare of the entire capital city. 

In conclusion we would state that the bill of February 12, 1901, 
was advocated and supported by the Board of Trade of this city, 
because it appeared at that time to be the only plan and route which 
would allow the railroad to get into its station on the Mall, and at the 
same time abolish grade crossings on Maryland and Virginia avenues, 
and now that the station site is to be removed to another locality, 
there exists no reason for the bill of February 12, 1901, and in order 
that we may be given an opportunity to prepare a new plan and a new 
bill providing for the Water street route, we ask and earnestly pray 
that you have inserted in the new or revised bill a provision repealing 
that part of the bill of February 12, 1901, which gives the right to the 
Baltimore and Potomac Railroad to use Maryland and Virginia avenues, 
and to leave the question of the railroad tracks in the southwest sec- 
tion of the city in such shape so that the interested parties can meet, 
exchange ideas, and if possible, agree on the Water street route. 
Respectful^, 

R. Harrison Johnson, 
Of and for the Railroad Committee of the 

South Washington Citizens' Association. 



SUPPLEMENTAL REPORT. 

Washington, D. C, June 5, 1902. 
Hon. J. W. Babcock, 

Chairman Committee on the District of Columbia, 

House of Representatives, Washington, D. C. 
Dear Sir: Supplementary to the report sent you June 3 last, we 
submit the following, defining the route as is proposed under the plan 
of the South Washington Citizens Association : 

Commencing by a curved line from the Long Bridge to a point in 
Water street between Thirteenth and Fourteenth streets SW., 40 
feet south of the north line of said Water street; thence southeasterly 
along Water street on an elevated structure to a point at the foot of 
Eighth and K streets SW. ; thence easterly along K street SW., on 
an elevated structure to a point at the junction of K street SW. and 
Delaware avenue SW. ; thence curving into Delaware avenue and pro- 
ceeding northeasterly in the middle of said avenue on an elevated 
structure to a connection with the line of tracks provided for in and 
under Senate bill 4825; it being the purpose of this plan that the rail- 
road shall be carried over Thirteenth street, Twelfth street, Eleventh 
street, Tenth street, Ninth street, Eighth street, Seventh street, 
Sixth street, Four-and-a-half street, Third street, Second street, Dela- 
ware avenue, I street, H street, G street, F street, and E street SW. 
Respectfully submitted. 

R. Harrison Johnson, 
Chairman of the Railroad Committee of the 

South Washington Citizens'* Association. 



32 UNION RAILROAD STATION. 

A memorial of the South Washington Citizens' Association, to the Con- 
gress of the United States, praying for the removal of the steam- 
railroad tracks from Maryland and Virginia avenues SW., and to 
suggest an amendment to Senate hill No. Jf825, whereby the railroad 
route will be diverted to a location less harmful to the interests of the 
United States Government, the taxpayers of the District of Columbia, 
and the p>eople of the southwest section of the city. 

To the honorable House of Representatives of the United States of 

America assembled: 

Your petitioners, citizens of the United States, and residents and 
property holders within the city of Washington, constituting an author^ 
ized committee of the South Washington Citizens' Association, for 
ourselves and as representatives of said association, appeal to your 
honorable body to grant us such legislation in the redress of our 
grievances as in the premises may seem to Congress just and proper. 

The Federal capital has suffered for many years, and still continues 
to suffer from the existence of the two railroads now penetrating to 
the very heart of our city, and which are allowed to occupy sites for 
their depots, and streets and avenues with their tracks, marring the 
contour and beauty of the public parks, obstructing our public 
thoroughfares, endangering life and limb, and greatly depreciating 
private property along the line of some of the principal streets and 
avenues traversed by these roads. Although the capital of the Federal 
Union, it has little or no commercial trade, excepting such as pertains 
to supplying the wants of its citizens and those temporarily connected 
with the General Government, and, therefore, no consideration of a 
commercial character can be urged as a reason for permitting these 
roads to penetrate to its center, marring its beauty, and destroying its 
public parks, and checking its growth. 

In its relations to the present and future of Washington, the subject 
now before your honorable body is one of no ordinary character. It 
is not one merely confined in its scope and bearing to those who are 
living within its limits to-day, but as well to those who are to inhabit 
this city in the coming times. The mind that conceived the topog- 
raphy of Washington City, and the men who executed its plans, in 
looking along down the vista of centuries and viewing its grand pano- 
rama of the future, saw it in all its grandeur and in its magnificent 
proportions as the unmarred capital of a great nation, and it is the 
duty of Congresses, as it is the duty of its citizens of to-day, to see 
to it that the despoiler's mercenary hands shall not be laid rudely 
upon it. 

Your memorialists are of the opinion that, with reference to the 
locations of tracks for all roads entering Washington City, they 
should be so located as to interfere as little as possible with the public 
parks, avenues, and streets of the city, and at the same time afford 
every facility essential to enable these great thoroughfares to pass 
into and out of Washington, and to transact the commercial business 
with the same within its limits. 

This, we say, can be done without occupying any of our public 
parks and avenues and but two of our streets need be occupied or 
encumbered with the tracks of these roads where it would at all inter- 
fere with the travel or damage to any great extent private property 
or interests. K street south from the western mouth of the nav3 T -yard 



USTON RAILROAD STATION. 33 

tunnel is not improved or built upon to any extent until it reaches 
Four-and-a-half street S\V., and from there to Seventh street SW. it 
is improved with a medium class of tenement houses constructed prin- 
cipally of wood. No great damage could therefore result to private 
interests by the location of a viaduct or elevated road along this street. 
From the intersection of K and Water streets to its connection with 
the Long Bridge an elevated road would add largely to the interests 
of the business along the river front. We provide in our plan for the 
erection of stations along the line of this elevated road for the accom- 
modation of loading and unloading of freights, as may be allowed in 
the discretion of the Commissioners of the District of Columbia. 

By a glance at the map of the city you will perceive that but a very 
small proportion of the city of Washington would be traversed or 
occupied by these steam car railroads, and could not, therefore, result 
to the injury of either public or private property to any great extent. 
Indeed, it would in our opinion enhance the value of property south- 
east of K and Four-and-a-half streets south by improving a portion 
of the city which, but for some improvements of a puplic character, 
must remain unimproved and uninhabited for many years to come. 
Besides the location suggested in our plan, which we deem an emi 
nently eligible one, would forever fix these roads as permanent and 
unchangeable. The river barrier which is but a short distance south 
of K street south forbids the further enlargement of the city in that 
direction, but not so with any other point of the compass. 

Time will be when Washington City will extend its borders for miles 
beyond its present limits; to the northeast, north, and northwest, and 
its growth in the near future should not he retarded by the existence 
of these roads. Look at the extent of private and public property 
now depreciated, and in man}' localities rendered almost valueless for 
the purpose originally designed by the existence or location of these 
railroad tracks along some of our wide and beautiful avenues and 
streets, and the location of their depots, freight and passenger, within 
the heart of the city. The route or routes recommended in the pend- 
ing bill does not relieve many of these avenues and streets of these 
objectionable incumbrances, and which we now ask shall be removed, 
and that the beauty of the city in the vicinity of the present location 
of tracks of the Baltimore and Potomac railroads shall not be per- 
manently destroyed and the growth of the city retarded. 

The residents of South Washington have special reasons for com- 
plaint against the Baltimore and Potomac Railroad Company for its 
occupancy of two of the principal avenues of that section for the 
greater portion of their entire length southwest of the Capitol, 
destroying their beauty, and making depots of them for occupancy of 
their cars, the loading and unloading of freights of all kinds, obstruct-, 
ing travel on these and the cross streets to and from the river; endan- 
gering the lives and limbs of the children attending one of our 
principal public schools, many of whom have to cross these tracks in 
passing to and from school; annoying the congregations of six or 
seven churches within the vicinity of these roads upon the Sabbath 
day; besides depreciating private property along the line of these 
roads and adjacent thereto to the extent of $1,000,000. 

Those immediately on the line of road on these avenues and streets 
are daily and hourly annoyed by the smoke, the cinders, the rattling 

u rs 3 



34 UNION RAILROAD STATION. 

of cars, the whistling of engines, the ringing of bells, the loading and 
unloading of coal cars, with all the accumulation of coal dust, the 
transfer of live stock within these streets, the bellowing of cattle, the 
bleating of sheep, the squealing of hogs in their passage into and 
through the city to the markets, often remaining stationary for hours 
in front of private residences in the heat of summer, with all their 
stench, to the great annoyance of the resident population, as well as 
the hindrance to those doing business between the river and the more 
populous portion of the city by blocking the streets for long periods 
at a time. 

It should be remembered that the Baltimore and Potomac road now 
occupies the most desirable portion of South Washington as locations 
for private residences, and should the pending bill be allowed to become 
a law, this beautiful portion of Washington will cease to improve and 
in time will be given up to the exclusive occupancy of railroad depots, 
workshops, and other improvements connected therewith. It is for 
this and other cogent reasons that we are opposed to the bill now 
before your honorable body. The plan we offer as a substitute, ask- 
ing the modification of the pending measure, meets the hearty concur- 
rence of a large body of the resident population of the Federal capital, 
and should it be adopted it would avoid the destruction and disfigure- 
ment of Garfield Park, the ruining of Maryland and Virginia avenues, 
the changing of the sewerage and water service, made necessary by 
the depression of tracks at certain points, which would involve a con- 
siderable expense to the city as well as inconveniencing public and 
private interests. 

THE SUMMARY OF PROPERTY AFFECTED IN VALUE BY THE LOCATION 
OF THE BALTIMORE AND POTOMAC RAILROAD ON MARYLAND AND 
VIRGINIA AYENUES, AND THE IMMEDIATE APPRECIATION OF SAME 
WITH THESE ROADS REMOVED AS CONTEMPLATED BY OUR PLAN. 

There are 6,600,000 square feet of ground along Virginia and Maiy- 
land avenues SW., depreciated to the extent, on an average, of 15 
cents per square foot, aggregating $990,000. There are 22,000,000 
square feet of ground in South Washington that would be appreciated 
by the location of an elevated railroad along south K and Water 
streets to the Long Bridge, to the extent, on an average, of 15 cents 
per square foot, aggregating $3,300,000. Now, add the depreciated 
and appreciated values of these grounds together, and you have the 
sum total of $1,290,000 to add to the taxable property of the city, 
which, at 1£ per cent taxation, would yield an annual income to the 
chVv treasury of $61,350. 

REASONS WHY THE PENDING BILL SHOULD NOT BECOME A LAW IN ITS 

PRESENT SHAPE. 

First. It vacates, abandons, and gives over to the railroad companies 
for freight-yard purposes the larger portion of Maryland and Virginia 
a\ (Mines SW.. thereby bringing about a condition destructive of prop- 
erty values along the lines of these avenues, and resulting in irrepa- 
rable injury to the entire southwest section of the city by depriving the 
section of these two beautiful and important streets. 

Second. It means the disfigurement and destruction of Garfield Park, 



UNION RAILROAD STATION. 35 

the public reservation named in honor of and dedicated to the memory 
of our martyred President. 

Third. It means a grant to the railroad company, without compensa- 
tion of any kind, of 1.032.755 square feet of public property in the 
southwest section (see report of the Commissioners of the District of 
Columbia) comprised in the streets, avenues, and public spaces, and 
which has a value of more than 8750,000. and which is absolutely nec- 
essary to the use. convenience, and comfort of the people and to the 
value of the abutting property as an easement right. 

Fourth. It will result in heavy costs to the already bankrupt tax- 
payers of the District of Columbia by reason of change of grades in 
streets and building approaches to bridges, etc. 

Fifth. The coming into the center of the southwest section, wherein 
is located its most valuable real estate and residences; building and 
maintaining an objectionable and unsightly viaduct: depressing Sev- 
enth street, the principal business street of the southwest section and 
next to Pennsylvania avenue the most important thoroughfare in the 
city of Washington, thereby compelling the thousands of visitors 
coming from the South by the way of the Potomac River to pass under 
the viaduct on a sunken street, and besides greatly depreciating and 
injuring property at Seventh street and Virginia avenue, resulting in 
heavy damages, to be paid by the taxpayers of the District of Columbia. 

Sixth. To place the viaduct on Alary land and Virginia avenues 
would greatly detract from the beauty and grandeur of the public 
parks and buildings located on JB street SW., this by reason of its 
proximity to the "Mall." 

Seventh. The destruction of the public reservation between Seventh 
and Ninth streets and C street and Virginia avenue will, in the event 
of the carrying out of the present plan, make this space an open com- 
mons, to be forever an eyesore and a reproach. 

Eighth. There is no defensible reason why the railroad company 
should be given the right to utilize Maryland and Virginia avenues, 
the sidewalks and public spaces adjacent thereto, for freight-yard pur- 
poses, as under the pending bill the railroad companies are given 
unrestricted authority to purchase unlimited territory north of Florida 
avenue, to be used as freight yards; the act of February 12, 1901, 
gives the railroad companies the right to purchase "as much land as 
may be required for tracks and their corporate purpose, which lies to 
the south of the present main tracks of the company, between South 
Capitol and First streets SE. and north of the northerly line of M 
street." 

ADVANTAGES AND BENEFITS ACCRUING TO THE RAILROAD COMPANIES 
BY THE ADOPTION OF THE WATER-STREET ROUTE. 

First. The expense to the railroad company will be greatly reduced 
by using the present old tunnel on K street SE. , thereby doing away 
with the necessity of building a new tunnel under Virginia avenue 
SE., as the new line of tracks will run directly into the old tunnel by 
way of K street SE. and SW. , and will intersect and connect with 
the new line of tracks on Delaware avenue STT. . which line will con- 
nect with the new station site. 

Second. It will not be necessary for the railroad companies to pur- 
chase additional land for freight-yard purposes, as the property on 



36 UNION RAILROAD STATION. 

both sides of the proposed line from Delaware avenue SW., to the 
Long Bridge, will be available to our merchants for warehouse and 
siding purposes, this, especially along the north and south side of 
Water street, where merchandise of all kinds can be handled, and 
where the wharves can be utilized for shipping coal and other merchan- 
dise to Eastern ports. The north side of Water street is peculiarly 
adapted for the location of u mills," a number of which are now located 
in the vicinity of and south of Pennsylvania avenue, and which, sooner 
or later, will be compelled to remove from their present location. 

Third. By the removal to Water street the railroad companies would 
be largely compensated by the sale of land owned by them on the 
present line of tracks, as the removal of railroad traffic and tracks will 
cause a rapid rise in land values along Maiyland and Virginia avenues 
and streets adjacent thereto. 

Fourth. The expediency with which the new work could be com- 
menced and completed without disturbing the present tracks and route, 
thereby saving the railroad company large costs, and preventing con- 
siderable annoyances and inconveniences to citizens and property 
owners in the southwest section, by reason of the laying and construc- 
tion of temporary tracks and other disagreeable features connected 
with and incident to the changes proposed under the pending bill. 

BENEFITS AND ADVANTAGES ACCRUING TO THE PUBLIC, THE TAX- 
PAYERS OF THE DISTRICT OF COLUMBIA, AND THE PEOPLE OF THE 
SOUTHWEST SECTION OF THE CITY BY THE ADOPTION OF THE 
WATER-STREET ROUTE. 

First. The conditions heretofore existing as to the title to the water- 
front property having been removed by the decision of the United 
States Supreme Court, declaring and vesting title to all of the ground 
south of Water street in the United States Government, makes the 
water-front property available for the use of the railroad tracks and 
viaducts, this, without any injury to public or private interests. 

Second. It restores to the city in their original state Maryland and 
Virginia avenues, thus making possible the treatment of these streets 
on lines laid down by the Parking Commission, and in accordance with 
their recommendations and suggestions, a conspicuous feature of their 
plan being the beautifying of Maryland avenue and making it. one of 
the famous streets leading from and connecting the Capitol building 
with Potomac Park, the new highway bridge, the prospective memorial 
bridge, and the circuit of parks provided for under the Park Commis- 
sion's plan. 

Third. It will save several hundred thousand dollars to the city^ and 
the United States Government in the shape of enormous costs, by 
reason of changes in street grades, building of approaches to bridges, 
and enormous damages to private property along the railroad line. 

Fourth. It means larger revenues from taxable property by reason 
of increased land values; it will give greater revenue from the wharf 
property and the water front; it will result in considerable savings to 
owners having improved property along the present line of railroad 
tracks, as under the present bill their property will be continually 
damaged b} r the heavy traffic, climbing of grades, smoke, and other 
annoyances incident to the business of the railroad companies. 



UNION EAILKOAD STATION. 37 

Fifth. It will increase the value of property in the entire southwest 
section of the city; in the central part of the southwest section because 
of its removal from, and the southern part because of its removal to, 
a location where property is assessed at a low figure, by reason of 
little value and which, under the changed conditions, would become 
valuable for commercial purposes. 

Sixth. The Water street route would mean the making of a new 
town in the southwest section of the city, throwing open, as it would, 
and making desirable for resident purposes, a large part of the south- 
west section, and increasing the value of the other part for commer- 
cial purposes. 

Seventh. It will do away with the necessity of changing the water, 
sewer, and gas service of the city to accommodate the depressed sys- 
tem under the present plan; it will allow the street-railroad tracks as 
they now are; it will do away with the necessity of excavating a con- 
siderable portion of Maryland avenue, which would be a menace to 
health, jeopardizing as it would the health and life of those living 
close to Maryland avenue, and bringing about a condition that may 
cause an epidemic of typhoid fever and other sickness in and through- 
out the entire city. 

Eighth, It will afford an opportunity to erect desirable houses and 
homes for a large number of people employed in the various Govern- 
ment departments along B street SW., who are unable under the 
present conditions to secure desirably located homes in this section 
of the city, due to the fact that the section north of Maryland and Vir- 
ginia avenues is small and limited, and is entirely built up, compelling 
the employees, at considerable time and expense, to go elsewhere for 
places of abode. 

Ninth. It would mean the preservation of Garfield Park, the saving 
of the United States Goverment reservation between Seventh and 
Ninth streets, C street, and Virginia avenue SW., and several smaller 
reservations, and numerous streets and avenues designed and laid out 
solely for the use, comfort, and enjoyment of the people. 

Tenth. The Water-street route will save to the United States Gov- 
ernment and the people more than 900,000 feet of ground, comprised 
in the streets, sidewalks, and public spaces, and which under the pend- 
ing bill is given over to the railroad companies, without compensation 
of any kind whatsoever, and which, as before stated, will amount to a 
grant of public land to the railroad companies of a value more than 
$700,000. 

Eleventh. The Water-street plan we believe to be practicable, hav- 
ing been reliably informed that there are no engineering obstacles to 
the carrying out of same; that it is the most satisfactor}^ solution of 
the railroad question as it affects the Southwest section of the city, 
settling it, as it will, for all time to come; it will mean the saving of 
several hundred thousand dollars to the railroad companies in con- 
struction charges; it will mean the saving of large sums to the 
taxpayers of the District of Columbia and to the United States Gov- 
ernment; and, finally, it will bring about a condition inuring to the 
benefit and welfare of the entire capital city. 



38 UNION RAILROAD STATION. 

DEFINING THE PLAN AND ROUTE OF THE STEAM-EAILROAD TRACKS IN 
THE SOUTHWEST SECTION OF THE CITY AS RECOMMENDED AND 
ADOPTED BY THE SOUTH WASHINGTON CITIZENS ASSOCIATION. 

Commencing b} T a curved line from the Long Bridge to a point in 
Water street between Thirteenth and Fourteenth streets southwest, 
40 feet south of the north line of said Water street; thence southeast- 
wardly along Water street on an elevated structure to a point at the 
foot of Eighth and K streets southwest; thence eastwardly along K 
street southwest on an elevated structure to a point at the junction of 
K street and Delaware avenue southwest; thence by a curved line into 
Delaware avenue and proceeding northeastwardly in the middle of 
said avenue on an elevated structure to a connection with the line of 
tracks provided for in and under Senate bill 4825 ; and also from a 
point on said above-described line, that is to say, by a continuation of 
the tracks at the intersection of K street and Delaware avenue south- 
west, eastwardly along K street southwest and southeast, to a connec- 
tion with the tracks at the beginning of the navy-yard tunnel; it 
being the purpose of this plan that all grade crossings shall be abolished. 
And your memorialists will ever pray. 

R. Harrison Johnson, Chairman. 
W. A. H. Church, 
Thos. P. Stephenson, 
Millard F. Thompson, 
Special Railroad Committee of the 

South Washington Citizens' Association. 
James F. Scaggs, 
President South Washington Citizens' Association. 
Frank B. Gilmore, Secretary. 
Mr. Johnson. Gentlemen, I thank }^ou for your courtes} T . 



'WATER STREET ROUTE. ' 

Washington, D. C, June 9, 1902. 
Hon. J. W. Babcock, 

Chairman of the Committee on the District of Columbia. 

Dear Sir: I have noticed in the newspapers that certain citizens 
of Southwest Washington are urging upon your committee a railroad 
route traversing K street south from Eighth street to Delaware 
avenue. 

I desire to say that I am the owner of a new and fine building at the 
corner of K and Four-and-a-half streets SW., comprising a large store 
and apartments above. 

The occupation of K street by an elevated railroad would most seri- 
ously injure my property, and I beg that if this route should be chosen 
by Congress that the law should be made to provide for redress to 
those persons injured by an appeal to the courts. 

This would be only common justice. 

Yours, respectfully, S. L. Phillips. 



UNION RAILROAD STATION. 39 

MR. ALBERT HERMAN AND MR. I. HERMAN OPPOSE " WATER STREET 

ROUTE." 

Washington, D. C, June 5, 1902. 
Hon. J. W. Babcock. 

Sir: Having read in the Star the report of the South Washington 
Citizens' Association, I wish to inform you that the report does not 
voice the sentiments of the majority of South Washington's resi- 
dents, it being simply a whim of a few whose property the railroad 
does not wish to purchase. 

I therefore earnestly request you to use \ T our influence that no changes 
be made in the present bill as to the route and closing of streets, as 
these features can not be improved upon. The Park Commission's plans 
do not affect Virginia avenue and Mar} T land avenue at all in this sec- 
tion. The route, as proposed by the association, has been reported 
against b}^ the Commissioners as being an undesirable one, and we 
therefore pray that you will not sanction same. 
Respectfully, 

Albert Herman and others, 
Citizens of South Washington for over forty years. 



Washington, D. C, June 6, 1902. 
Hon. J. W. Babcock. 

My Dear Sir: I have read the report of the South Washington 
Citizens' Association urging the removal of tracks from Virginia 
avenue, and must say that this report represents only a small, and that 
a very small, part of residents of South Washington. The majority of 
residents as well as merchants of our section favor the bill as passed 
by the Senate, and also the bill as passed in February, 1901, for the 
tracks to remain on Virginia avenue, but same to be elevated as passed. 
I think it is the best plan, and also does awa} r with these "grade cross- 
ings," which have been a source of danger and annoyance for }^ears. 

If this matter is to be kept open and agitated by everybody we 
will never have a bill passed. It is impossible to suit everyone in this 
matter, and as long as the Secretary of War has made a favorable 
report on the plan as passed by the Senate I think that that ought to 
be of more weight than this report. I have been a resident of South 
Washington for forty-six years, and been living on the line of Penn- 
sylvania Railroad ever since same came into the District. If every- 
body wants to be pleased, and have plans for elimination of grade 
crossings to suit themselves, we never will have a bill passed. 

I hope that you and your honorable committee will report favorably 
and pass the bill same as in the Senate, as that bill is satisfactory to 
all, and thereby for once and all rid our beautiful city of this long- 
standing danger and nuisance. 

I am, }^ours, most respectfully, I. Herman. 

The Chairman. I desire to lay before the committee a petition 
which has just been handed me from certain citizens of South Wash- 
ington, protesting against the action of the South Washington Citi- 
zens' Association, who have, I believe, already been heard. 



40 UNION RAILROAD STATION. 

Hon. J. W. Babcock, 

Chairman District of Columbia Committee: 
The undersigned property holders of South Washington protest 
against the passage of the amendment to the railroad bill as prepared 
by the South Washington Citizens' Association, and commend the bill 
of February 12, 1901, on the Calendar, believing the same to be for 
the best interests of and approved by a large majority of property 
holders in that section. We are advised that the amendment above 
referred to, if enacted into law, will be beneficial only to a few in the 
way of booming certain real estate, and will not afford relief to the 
citizens of that section. 

The undersigned are able to present at least six unanswerable reasons 
why said amendment should not be passed. 

A. J. Sanford, 1119 Four-and-a-half street SW. ; G. H. Bos- 
well, 1225 Sixth street SW. ; James Campbell, 322 N 
street SW. ; Wm. R. Hunt, 1105 Four-and-a-half street 
SW.; E. C. C. Winter, 815 Four-and-a-half street 
SW. ; Andrew Archer, 831 Four-and-a-half street SW. ; 
Joseph D. Aiken; James B. Archer; C. W. Burrows, 
1110 Four-and-a-half street SW.; John H. Cockrell, 
1011 Four-and-a-half street; R. P. Yeatman, 1013 
Four-and-a-half street; Victor F. Montgomery, 1112 
Four-and-a-half street SW.; Thos. R. Kennedy, 1121 
Four-and-a-half street; Wm. K. Mitchell, 1219 Four- 
and-a-half street SW. ; Robt. V. Godman, 1129 Four-and- 
a-half street SW.; John E. Williams, 1100 Four-and-a- 
half SW. ; Winifred O'Connor, 171 L street SW. ; Kate 
McNerney, 171 L street SW.; C. E. Berger, 176 L 
street SW. ; Carrie Warren, 178 L street SW. ; Michael 
Burke, 195 L street S W. ; William Kienle, 361 N street 
SW. ; Harry D. Nash, 1001 Sixth street, corner K, SW. ; 
V. M. Bolderson, 900 Sixth street SW. ; G. T. Jones 
731 Four-and-a-half street SW.; Samuel L. Demty 
1201 Third street SW. ; R. H. Sorrell, 329 N street SW 

The Chairman. The next to be heard is the North Capitol and Eck- 
ington Citizens' Association. 

STATEMENT OF MR. WILLIAM G. HENDERSON, PRESIDENT OF THE 
NORTH CAPITOL AND ECKINGTON CITIZENS' ASSOCIATION. 

Mr. Henderson. Mr. Chairman and gentlemen of the committee, in 
the first place it is conceded, I take it, on all hands that the section of 
the District known as Eckington is more seriously affected detrimen- 
tally than any other by the proposed change looking to the abolishing 
of grade crossings and the erection of a union station. I want to state 
our people are heartily in favor of a union station and the abolition of 
grade crossings. 

We are here not to urge any radical changes in the existing bill. 
We are seeking simply to minimize the damage to our particular sec- 
tion. The section directly affected injuriously by these changes shows 
in improved property — not unimproved, but improved property — a 



UNION EAILKOAD STATION. 41 

valuation of at least $600,000. The bill closes on the right of the pres- 
ent roadway of the company two of our streets which are now open, 
asphalted, and have stone sidewalk pavements. That we recognize 
probably is a necessity in order to carry out this project. We are not 
opposing that. It proposes also to take in a piece of the property on 
the south of Eckington proper, beginning with R street and extending 
south to Florida avenue. We recognize that perhaps it is necessary 
for the convenience of the railroad company to occupy a portion of 
that property. We can see no necessity 7 , however, for carrying the 
yards from that point on the south as far north as R street. 

If 3 t oli permit them to carry the yards to R street you destroy 
practically the improved property right north of that point, which 
represents a valuation of not less than $500,000. Now, it is in your 
power to minimize that damage by keeping the road south of R street 
at that point for the freight yards. We propose, in order to accom- 
plish that, that this bill shall be amended so that the companies shall 
keep their freight yards and tracks south of Quincy street. Now, on 
the south side of R street, which is taken in by the present bill, there 
is a row of houses extending from Second to Third on Quincy street, 
and south of R a row of apartment houses, two stories, small houses 
it is true, extending from Third to Second, and that street is asphalted. 

We want } t ou to keep the freight yards and tracks south of Quincy 
street, and then to have Quincy street extended from the intersection 
of Second in a southwestwardly direction, to connect with Q street. 
That will give the people an opportunity to come through a diagonal 
street to Q, and then out into the heart of the city. Now, that is one 
proposition, to keep them south of Quincy street. The next proposi- 
tion is that }^ou shall cause the railroad company to erect a stone wall 
of the height of 8 feet, extending from Eckington place along the 
northern boundary of the railroad tracks and yards as far as T street 
NE. , in order that Eckington and all that locality may have a buffer 
between themselves and the immense freight yards you are going to 
locate on the east and south. 

Now, the Commissioners have estimated the cost of the stone wall 
to be the insignificant sum of §28,000. I say "insignificant" as com- 
pared with the damage that is done to the property there and compared 
with the $3,000,000 which you gave to the two railroad companies in 
order to enable them to carry out these improvements. On that pro- 
ject I would like to read to you the report made by the Commissioners 
to the Senate Committee. It is not what is known as the official 
report _ of the Commissioners, but it is the first report made by the 
Commissioners to the Senate committee, and bears directly upon these 
two propositions that we are urging before your committee. It was 
printed for the use of the Senate but did not accompany their report 
to the Senate body proper, and I would like to read it in support of 
my argument. The Commissioners say: 

"The citizens who claim to be affected most disadvantageously by 
the proposed legislation are those living in and around Eckington. 
This suberb has the railroad to the east and south and a hill to the 
west, over which the streets are not yet improved, and even when 
improved will have heavy grades. Communication with the city is 
only to be had along R street between Second and Eckington place. 
This short piece of street had double car tracks with curves at Ecking- 



42 UNION „KAILKOAT) STATION. 

ton place and Second street, making it rather difficult passing. Exist- 
ing legislation provides for the final opening of Third street, but the 
present bill closes this street. 

The widening of Eckington place will help the matter somewhat, 
but the exit will still be inconvenient, and S and T streets should be 
opened and improved as soon as possible. The Eckington Citizens' 
Association has expressed itself as interested in the project, and while 
it states that the proposed legislation will damage propert}^ in Ecking- 
ton, it only asks for the following concessions: 

' ' First. That the roundhouse and shops be located east of Seventh 
street. This is provided for in the plan submitted by the railroad 
companies." 

The provision is carried out and it is satisfactory to us so far as the 
location of the roundhouse is concerned. 

" Second. That the freight station be kept south of Q street, and 
failing that, south of Quincy street. The former restriction does 
not seem practicable, as the station covers most of Q street east of 
Eckington place. The railroad plans do not indicate at present any 
station north of Quincy street, but it is explained that the railroad 
may wish to extend over the whole space to the south side of R street 
within a short time." 

Now we say they have no need at present, nor will they ever for 
years to come, for the use of that property between Quincy and R 
streets. 

' ' The south side of R street between Third and Second streets is 
almost entirely built up with substantial houses; the north side of R is 
as yet unimproved. The north side of Quincy street, on the part 
opened, is built up with brick dwellings; the south side is unimproved. 
Owing to the shut-in condition of Eckington it would be desirable, 
unless the railroad company has absolute need of this land for freight 
facilities in the near future, to require Quincy street to be kept open 
and continued to Eckington place." 

Now, the running of this diagonal street was suggested by Engineer 
Commissioner Biddle in interviews we had before the Commissioners 
on this subject as being the most practicable, and as being entirety 
feasible. 

' ' Third. That there should be a stone wall seven or eight feet high 
built between Eckington and the freight yards and tracks as far north 
as T street. This is simply a question of expense. This fence would 
cost $12 per foot, a total cost of $28,000. If the railroad extends its 
freight yards to the south side of R street, such a fence should 
undoubtedly be built for the protection of dwellers on the north side 
of R street." 

Now, gentlemen, we have drafted here the changes which we con- 
sider necessary in the present bill in order to carry into effect those 
two provisions we have spoken of. 

One thing more before I close: It seems to me there ought to be 
a provision in the bill that should forbid the railroad company from 
using soft coal on their shifting engines and in their roundhouse. 
Now, remember you are locating an immense roundhouse, and they 
will have an immense number of shifting engines in what is at present 
strictly a dwelling portion of the District of Columbia. You know 
what steps you have taken to abolish the emission of smoke in the 
■city proper. Now, it seems to me we ought to have some protection 



UNION RAILROAD STATION. 43 

against the immense volume of smoke which will be issuing day and 
night from the shifting engines and the roundhouse; therefore you 
ought to have some provision in here forbidding them to use soft coal 
on the shifting engines and in the roundhouse. 

These are the suggested changes we ask, and 1 will submit a copy, 
as follows: 

Page 9. lines 18, 19, and 20, strike out "the bed of Quincy street 
and Third street, between New York avenue and R street, and in and 
upon." 

Same page, line 21, strikeout "R street" and substitute "the south 
building line of Quincy street.*' 

Page 10, line 4, after "above mentioned," insert: " That Third street 
shall be left open between R and Quincy streets northeast; and from 
the intersection of Quincy and Second streets northeast, as laid down 
on the street-extension maps of the District of Columbia, a street 
shall be opened by said railroad company, extending to the intersec- 
tion of Q street and Eckington place northeast, the title to the ground 
within the limits of said connecting street to be dedicated to the Dis- 
trict of Columbia by said railroad company." 

Same page, line 19, strike out "side of R" and substitute "building 
line of Quincy.' * 

Same page, lines 19 and 20, strike out "Quincy street shall be 
closed and abandoned." 

Page 12. line 5, after "act," insert: "That said railroad company 
shall erect and maintain a substantial wall of stone, of a height not 
less than 8 feet above the level of the streets on the lands adjacent to 
its freight tracks, extending from Eckington place along and outside 
of the northern and western line of said tracks to T street northeast." 



MR. VERNON H. WHITMAN OPPOSES PLAN OF NORTH CAPITOL AXD 
ECKINGTON CITIZENS 5 ASSOCIATION. 

Washington, D. C. , June 17, 1902. 
Hon. Joseph W. Babcock, 

Chairman House Committee on the District of Columbia, 

House of Representatives. 
Sir: In connection with the union-depot bill now before your com- 
mittee, and for the special consideration of the subcommittee, Messrs. 
Mudd. Mercer, and Cowherd, I have the honor to state that as the 
owner of premises 219 R street NE. (Eckington), which I occupy as 
a home. I am opposed to the plan advocated by the Xorth Capitorand 
Eckington Citizens' Association (of which association 1 am a member), 
in so far as said plan refers to the proposed freight yard at Eckington 
of the Baltimore and Ohio Railway. 

Very respectfully. Vernon H. Whitman. 

The Chairman. The East Washington Citizens' Association will now 
be heard. 

STATEMENT OF MR. M. I. WELLER. 

Mr. Weller. Mr. Chairman and gentlemen of the committee. I do 
not think 1 will require the nine minutes. The position of the East 



44 UNION RAILROAD STATION. 

Washington Citizens' Association to-day is precisely what it has been 
for the past twenty years. We have been battling for the abolition of 
grade crossings, and when your bill was passed last year abolishing 
grade crossings we rejoiced, and what we to-day protest against is to 
renewing the agitation unless it relieves us to a greater extent. 

The question of depots is to us a secondary one. We are in favor 
of a union depot if necessary. If you in your wisdom desire that we 
should have two depots, we accept it; all we ask is to be relieved of 
the 65 death traps that are at present in the city of Washington. 

Mr. Pearre. Does not this bill relieve you? 

Mr. Weleer. It does at present, and we ask for its passage pro- 
vided certain things are done. We ask that these deaths shall cease 
and that we shall finally reach action, that is what we desire at the 
present time. 

I did not intend to protest against any acts of any citizen here this 
morning, but I am forced to do so from my individual interests. The 
South Washington Citizens' Association here this morning recom- 
mended to you a route from the intersection of K street and Delaware 
avenue to the tunnel at Seventh street east. Now, as a property 
owner I wish to state this: To begin with, I am probably the largest 
property owner in East Washington: I have larger interests along 
that line of the railroad than any other of those citizens present so far 
as real-estate interest is concerned, and two and a half years ago 1 put 
up 29 houses as an investment for myself. They were not for sale; 
the sign was put on them that they were not for sale, but they were 
an investment for rent; in square 849, on the line of K street. 

I erected them there simply because I had received assurances from 
the District Commissioners and individual members of the House com- 
mittees and the railroad authorities that they intended to abolish grade 
crossings, and now these gentlemen here from South Washington are 
proposing to perpetuate grade crossings in southeast Washington, 
eastward from the intersection of New Jerse} 7 avenue and K street. 
I see here in this room our Engineer Commissioner, and I believe if 
the question was put to him he would tell you it is a physical 
impossibility; it is not possible to have an elevated structure from the 
mouth of the tunnel at Seventh street southeast to this intersection. 
That is a question I would like to refer you gentlemen to in examin- 
ing this matter. 

While as an association we would probably not indorse every one 
of Mr. Warner's views we would concur in the most of them, but I tell 
you what we are most anxious for is to be relieved of these death 
traps. Within two weeks we have had two deaths; one in front of 
my property on Fifth and K on Saturday afternoon at half past 3 
o'clock. I believe one of the members of the coroner's jury is in this 
room at the present time which investigated the circumstances. A 
poor old man, Peter Kilroy, crawled under the gates there; the gates 
were down, so the company was relieved from responsibility. The 
gateman struggled with him and tried to pull him back, but the old 
man ejaculated that he did not mind gates and got awa} 7 and stepped 
in front of a moving engine and was killed. 

Monday of the same week, at New Jersey avenue, a similar accident 
occurred, causing the death of Marcel lus Marceron. We ask } t ou to 
protect life; we do not care for dollars and cents; they are not to be 
considered in comparison with the protection of life, and we ask you 



UNION RAILROAD STATION. 45 

to abolish grade crossings in southeast and northeast Washington. 
All the arguments that have been offered you to-day, or have been in 
the past, have been mainly in the line of the abolition of grade cross- 
ings, and I do not doubt the majority are absoluteh T sincere, but I do 
apprehend, Mr. Chairman and gentlemen, some are governed by the 
question of dollars and cents, by their moneyed interest. We, the East 
Washington Citizens' Association, appeal to you to save life. 

Mr. Hume. Do you know anyone in the District of Columbia who 
has not favored the abolition of grade crossings and a union depot ? 

Mr. Weller. I believe everybody professes to, but I judge men 
by their actions. 

Mr. Hume. And always have been % 

Mr. Weller. Personally, you have, Mr. Hume. I exonerate you 
from any such motives. 

Mr. Mudd. What is your position before this committee; do you 
come here urging the passage of this bill ? 

Mr. Weller. I urge the passage of this bill consistent with the 
wisdom of this committee. All we ask is that you pass the bill in 
such shape that when it will be adopted it will do away- with grade 
crossings. We ask you to pass bill 4825, and without further delay. 

The Chairman. When you say jow favor this bill, do } t ou mean } t ou 
favor the route of the bill? 

Mr. Weller. Yes; the bill in its general aspects. The East Wash- 
ington Citizens' Association passed resolutions and forwarded those 
resolutions, I believe, to this committee and to the Senate committee, 
and 

Mr. Johnson. Mr. Chairman, may I ask the gentleman one question \ 

The Chairman. Yes; you can ask one question. 

Mr. Johnson. He says we do not want to abolish grade crossings. 
Our plan provides that all grade crossings shall be abolished by ele- 
vating the tracks in the manner we suggest, and we do not think that 
this association ought to be placed in that position. Besides that, the 
greatest reason for the adoption of our route is it relieves the United 
States Government and the District of Columbia of the payment of 
any costs in the shape of heavy damages to abutting property, for by 
the change which we suggest not one dollar will have to be paid by 
the United States Government or the District of Columbia. 

Mr. Wadsworth. Where would it diverge from the K street route 
to get over on Massachusetts avenue to the proposed site for the new 
station ? 

Mr. Johnson. The tracks join on Half street, and they connect with 
what will be the Capitol Hill tunnel. 

STATEMENT OF MR. EVAN H. TUCKER, PRESIDENT OF THE 
NORTHEAST WASHINGTON CITIZENS' ASSOCIATION. 

Mr. Tucker. Mr. Chairman and gentlemen, I understand that I 
have nine minutes, and as another member of our association desires 
to have three minutes, 1 would like to be called down when I have 
occupied six minutes. 

Mr. Chairman, this question of abolition of grade crossings has 
agitated the citizens of Washington for the last twenty years, and you 
probably have noticed, in your large experience here, that there is a 



46 UNION KAILKOAD STATION. 

great diversity of opinion in regard to the location of the station, the 
route that shall be fixed to get to it, and the manner of paying the 
cost, etc. , of the changes of grades. 

There are three points upon which there is a consensus of opinion 
among the citizens of Washington: First, we all want grade crossings 
abolished; second, we all want them abolished speedily; and, third, 
we are all in favor of a union station. I have heard nobody say that 
he wants two stations instead of one. 

In regard to the danger of grade crossings, I want to call your 
attention to one thing that is prepared here from the police records 

The Chairman. I want to say that there is no use in taking the 
committee's time in a discussion of that kind. It is not a question of 
grade crossings; but what the committee wants to hear is your objec- 
tion, if you have any, to the routes proposed in this bill. 

Mr. Tucker. Well, I want to say for the citizens of northeast 
Washington that this (northeast Washington) is a section of the city 
that the new station is to be located in. Northeast Washington is the 
section that has suffered most from the existing conditions, and from 
conditions worse than actual grade crossings, because the railroad that 
is there now was laid years ago, before the grades of the city were 
established, and therefore the road does not conform to the present 
grades. 

Mr. Pearre. Just there a moment. Has not that been abolished 
by the act of 1901? 

Mr. Tucker. Yes, sir. 

Mr. Pearre. Current legislation, which is now law? 

Mr. Tucker. That has been accomplished by that. We were satis- 
fied with that law, and I have presented a petition signed by 3,000 
men in favor of this; not exactly this, but a similar proposition. I 
have a report here of the Northeast Washington Citizens' Association, 
approving this bill in general; that is, in regard to everything in 
northeast Washington. We do not want to interfere with the opinions 
of the people in southwest Washington or the people in Eckington 
or southeast Washington. We do not think we have anything to do 
with what they want, but we approve of everything in this bill in 
relation to our own territory, we approve of everything in our terri- 
tory except that we have a few amendments which we would like to 
have made, and which are proposed in the recommendations of the 
association, and which 1 think I can explain to you in a very few 
minutes. 

A more direct, speedy, and satisfactory method of ascertaining 
damages and benefits to property should be provided, instead of uncer- 
tain slow, costly, and possibly vexatious lawsuits. The method pur- 
sued under the street-extension laws seems to be specially applicable 
to this bill. There will be about 300 people interfered with lr\ r the 
change of grades by this location and the change of grades at the sta- 
tion. Now, it would be quite a hardship on the people in our locality 
to have to go into court and sue in each case for the damages to their 
property. We claim that if a commission was appointed to consider 
these claims, and if it were provided that all claims should be filed 
with this commission, that it would be a better way to adjust it, and 
the commission would be better qualified to decide these questions than 
separate juries; that it would be better for the Government and citi- 
zens themselves. There will be at least 300 claims for damages, as I 



UNION RAILROAD STATION. 47 

have said, and we think that one commission to pass upon them would 
be better than 300 juries. 

Mr. Morrell. Are you not satisfied with the jury system in such 
cases? 

Mr. Tucker. The jury system would be satisfactory, but I say that 
a commission that would pass upon the claims would be more 
satisfactory. 

Mr. Morrell. How many claimants do you think would be satis- 
fied with the decision of that commission ? 

Mr. Tucker. If they were not satisfied, they could go into court. 

Mr. Morrell. And 99 per cent would probably go into court. 

Mr. Tucker. I hardly think so. 

The next question is in regard to the street on the west side of the 
station. The bill provides for a street 40 feet wide on the west side 
of the station. We claim that 40 feet wide is entirely too narrow. 
This would be an important street, there would be a great deal of 
traffic on it. There are no streets of the city less than 70 feet wide, 
and we claim that this proposed street should be at least 80 feet wide. 
We should also keep in mind that it is possible that it will be desired 
to put a car line on that street. 

A Member. What is the name of that street? 

Mr. Tucker. That is the new street to run on the west side of the 
terminal. The original bill, this same bill, provided for a street on 
the east side of the terminal to allow F street to run through. In the 
Senate that was struck out, so that no outlet for F street is provided 
for. F street is a very important thoroughfare there; there is as 
much traffic on F street in east Washington as any street except H 
street. It would be a hardship on a great many people to make them 
go two squares out of their way in going through F street. 

The Chairman. Your time has expired. 

Mr, Tucker filed the following additional statement: 

Northeast Washington Citizens' Association, 

Washington, D. C, June 18, 1902. 
Hon. J. W. Babcock, 

Chairman Committee on the District of Columbia, 

House of Bejyresentatives. 
Dear Sir: At a regular meeting of the Northeast Washington Cit- 
izens' Association, held on April 14, 1902, the following report was 
adopted, and the committee on legislation was directed to transmit the 
same to Congress. 

Very respectfully, Evan H. Tucker, 

President. 



April 14, 1902. 
To the Northeast Washington Citizens' 1 Association: 

Your committee on proposed legislation by Congress, to whom was 
referred a bill introduced in the Senate on January 8 last, providing 
for a union railway station, together with the report of your commit- 
tee on steam railroads on said bill, presented to the association on 
January 13, and various resolutions and propositions relative to the 



48 UNION RAILKOAD STATION. 

steam railroad question, have given the subject the careful considera- 
tion that the many questions involved require, and respectfully report: 

The most objectionable proposition contained in the above-mentioned 
bill was that authorizing the absolute closing of H street for a distance 
of 300 feet on either side of Delaware avenue. Your committee took 
up this proposition and was unanimously supported in opposition 
thereto by the residents of northeast Washington and by many per- 
sons who hold mortgages on northeast property. Each of the District 
Commissioners gave us most cordial and attentive interviews, and with 
their assistance we succeeded in having the new bill, which was pre- 
sented to the Senate March 31, provide that H street shall be kept open, 
the railroad tracks to cross the street at a proper elevation, with as 
little interference as possible with the traffic. The suggestion in the 
report of your committee on steam railroads that no provision was 
made for ,the payment of propert}^ taken for the plaza and for dam- 
ages caused by changes of grades was also taken up, and a clause is 
inserted in the pending bill covering these subjects more or less 
satisfactorily. 

The pending bill is about as acceptable as can be expected, with due 
regard to the commercial interests of the city and the convenience of 
the traveling public, if not quite satisfactory to persons whose prop- 
erty will be taken or damaged. While we all hold that the removal 
of all steam railway tracks and their appurtenances would be a great 
relief to our section of the city, we must concur in the general opinion 
that such structures can not be placed anywhere in any. city without 
affecting the property- and other interests of many persons. 

The proposition to change the grades of the streets to accommodate 
them to the tunnel and proposed union station seems to us now to be 
the paramount question affecting the situation. Such changes of 
grades and the acquisition of the large area necessar}^ for the proposed 
plaza and the streets and avenues leading thereto, together with the 
large amount of money necessary to pay for damages to the property 
affected, is a question which confronts every tax payer in the District 
and to which the most serious consideration of all our people should be 
given. From the information that we have been able to obtain the cost 
of all this is estimated at $1,670,000, the payment of which will be 
spread over a number of years and will be borne by the United States 
and the District governments in equal proportion of one-half by each. 

In addition to this, the $1,500,000 to be paid to the Baltimore and 
Ohio Railroad Company provided for in the act of February 12, 1901, 
remains in force, one-half of which is to be paid out of the revenues 
of the District immediately upon the completion of the work required 
by said act. Thus it will be seen that about $1,600,000 of District 
revenues will be contributed to the proposed improvements. Your 
committee has found a very strong sentiment prevailing among many 
of our taxpayers against such contributions on their part for the bet- 
terment of the steam railwa}^ conditions. To meet this opposition we 
do not lose sight of the fact that by the proposed bill and under exist- 
ing law the railroads are required to expend on their station buildings 
and appurtenances about $14,000,000, of which amount about 
$12,000,000 will become taxable "in the same manner and to the same 
extent as other property in the District, and all tracks and sidings 
shall be taxed as real estate." Therefore, by the usual method of 
assessment, the District revenues will be increased about $180,000 a 



UNION RAILEOAD STATION. 49 

year for many years to come. As to which side will suffer more 
under such conditions we leave to the fair judgment of our fellow- 
citizens of the District. 

Besides the above sums, the bill provides that the United States shall 
pay $1,500,000 to the Baltimore and Potomac Railroad Company as a 
consideration for its surrender of its rights to use that portion of the 
Mall now occupied by it. While your committee believes that the 
location of the station as proposed in the bill ma} T be detrimental to 
the property in its immediate vicinity, especially where the grades of 
the streets will be affected, it is our opinion that the location of the 
proposed grand monumental structure in northeast Washington, and 
the bringing of all the passenger traffic of the city to this point, will 
materially promote the interests of the northeast as a business section, 
and will thus be to the advantage of the entire eastern portion of the 
city: and inasmuch as the main purpose of the bill is a link in the great 
chain of improvements to follow in the near future, b}^ which the Mall 
will be restored to its original and legitimate use, we believe that many 
of our good people whose property will be taken and whose homes 
will be temporarily disturbed are magnanimous enough to bear such 
sacrifices for the general welfare. 

After the thorough consideration we have given the subject, your 
committee feel justified in submitting the following recommendations: 

First. That to so much of the bill as provides for the annihilation of 
grade crossings we give our unqualified approval. 

Second. That to so much of the bill as affects the interests of other 
citizens' associations we give our passive acquiescence, subject to any 
changes desired by such associations. 

Third. That a more direct, speedy, and satisfactory method of ascer- 
taining damages and benefits to property should be provided, instead 
of uncertain, slow, costly, and possibly vexatious law suits. The 
method pursued under the street-extension laws seems to be specially 
applicable to this bill. 

Fourth. That the new street along the west line of the station should 
be at least eighty feet wide, and that, instead of a stub street on the 
east, F street should be continued west of Second street by a line 
curving toward Massachusetts avenue. 

Fifth. That after so msmy yenrs of agitation, effort, and expense, to 
say nothing of the losses of lives and limbs of so man}^ of our gx>od 
people or the exasperating delays at the crossings, we accept with a 
spirit of appreciation this proposition, which we believe is the best 
solution of the question that we can expect to ever obtain and by which 
the national capital will be relieved of the blighting influences of the 
present conditions, from which it has so long suffered. 

Evan H. Tucker, 
W. J. Frizzell, 

S. SOWERBUTTS, 

Committee on Legislation. 

STATEMENT OF MR. WILLIAM J. FRIZZELL. 

Mr. Frizzell. Mr. Chairman, I appear here as a representative of 
the Northeast Washington Citizens' Association, of which Mr. Tucker 
who has just spoken is president, and of which I am the chairman of 

u r s *± 



50 UNION RAILROAD STATION. 

the committee on railroads. Therefore I have been connected with 
this agitation for quite a number of years, and have given great atten- 
tion to it, and feel qualified to speak for a large majority of the citi- 
zens of northeast Washington, with whom I have come into contact 
with for a number of years. I wish to emphasize and concur with 
the remarks made by Mr. Warner and by Mr. Weller so far as east 
Washington is concerned. 

In discussing this bill, a great deal has been said relative to the 
costs and the contributions and hardships that would be imposed on 
the people of the District of Columbia, and the largest sum that I have 
seen charged or made chargeable is that of $4,000,000, which I think 
is a very great exaggeration of the amount to be contributed by the 
District of Columbia toward these changes. 

The Chairman. What $4,000,000 do you refer to? 

Mr. Frizzell. It is made up of a million and a half dollars to the 
Baltimore and Ohio Railroad 

The Chairman. You refer to the contributions by the District and 
the United States? 

Mr. Frizzell. No; I say that I have seen estimates made as large 
as §4,000,000, to be contributed by the District alone, including the 
changes of grade in South Washington, and the approaches to bridges 
to go over the tracks, and everything connected with that, but I think 
the estimate of $4,000,000 is an exaggeration. But even taking that 
to be a fact. I have made some figures, and 1 go on the assumption the 
Government will advance some of this money at the rate of 2 per 
cent. 

Mr. Hume. That is not in the bill, though, I believe. 

Mr. Frizzell. There is some proposition, or something of that 
kind, in some other bill. Four million dollars at 2 per cent would 
mean §80,000 interest per annum; that is what the interest would 
amount to. According to the bill, all of the property of the railroad 
companies is to be taxed as other real estate, and is supposed to amount 
to §12,000,000 

Mr. Cowherd. As I understand it, you say that this project was 
contained in the Senate bill? 

The Chairman. The gentleman's time has expired. 

Mr. Frizzell. I would like to write this out and insert it in my 
statement. 

The Chairman. You can hand it to the stenographer. 

Mr. Frizzell submitted the following statement: 

$4,000,000 at 2 per cent = $80,000 interest per annum. 

$12,000,000 taxed as real estate, at U per cent $180, 000 

Deducting interest as above 80, 000 

Leaves 100, 000 

a year as a sinking fund, which in forty years would amount to the 
14,000,000 contributed. Deduct the interest at 2 per cent on amounts 
collected each year would shorten the time to about thirty years. 

In the discussion of the bill approved February 12, L901, it was main- 
tained and very generally conceded that the surrender of the ground 
owned in fee by the Baltimore and Ohio was worth a very large portion 
of the 11,500,000 contribution, and that the equities to which the Balti- 
more and Ohio was entitled was worth more than enough to balance 
the account. Of the $1,500,000, only one-half was to be paid by the 
District; the other half is no concern of the District. 



UNION RAILROAD STATION. 51 



STATEMENT OF MR. JOSIAH MILLARD. 

Mr. Millard. Mr. Chairman, I was elected as spokesman of the 
East End Suburban Citizens' Association. 

Mr. Chairman and gentlemen of the committee, in opposing this 
bill as it passed the Senate, I wish to present three objections: 

(1) The bill, if it were passed, would be detrimental to the people 
of the District of Columbia. It virtually excludes all roads not 
already existing from entering the District hereafter. The amend- 
ment offered by Senator Patterson would have given some relief, but 
that which was prepared by the attorneys of the railroad companies 
and passed by the Senate is a delusion. It will not affect the continu- 
ance of the monopoly which the bill, as a whole, establishes. If it is 
impossible to pass the Patterson amendment now, it will be impossible 
forever hereafter to secure the admission of any new road. 

The lobby of the Pennsylvania road will not be made weaker, but 
stronger, very much stronger, by the passage of this bill, for it places 
the whole transportation business here in the hands of that road, and 
its passage would go to assure the perpetuation of that absolute com- 
mand of the situation which is emphasized hy the action of the Senate 
in rejecting the Patterson amendment. It is not difficult to foresee 
that a company wielding the enormous power of that company over 
the railway and telegraphic and journalistic agencies of the country, 
once in exclusive possession here, will be in a position to control the 
situation and prevent other companies from building lines to compete 
with theirs. No such opportunity to dominate legislation ought to be 
given to any corporation for any length of time, much less forever. 
It is idle to say that it may be repealed or amended. The effect, not 
the pretense, of legislation is the real test. This bill once passed will 
never be repealed or amended except upon the demand of the Penn- 
sylvania Railroad Company. 

Who does not see that this bill violates that equality which ought to 
be the basis of every law and which is more indispensable in propor- 
tion as the validity or expediency of any law is more liable to be 
impeached % And who does not know that attempts to arm such meas- 
ures with legal sanctions tend to enervate the laws in general and to 
slacken the bonds of society ? If it be difficult to execute any law 
which is not generally deemed necessary or salutary, what must be 
the case where it is almost universally regarded as invalid and danger- 
ous % No anarchistic propaganda in any country ever did so much to 
foster contempt and hatred of the Government as such legislation. 

In effect the bill gives to the Pennsylvania Company the exclusive 
right of way through this District, a franchise worth at least $50,000,- 
000 and one which will grow in value with the growth of Washington. 
It also gives, in effect, a perpetual and exclusive right of way across 
the Potomac at this point. 

These franchises are worth as much to the people of the District as 
they are to the Pennsylvania Railroad Company. Their value is public 
property as much as this house is public property, and to give away 
this valuable propert} T to a corporation already overgrown, already 
among the richest in the whole world, taking thereby a source of rev- 
enue from the city, and at the same time throwing a heavier burden of 
taxation upon its inhabitants, seems to me both unjust and unwise. 
Our public rights ought to be preserved. Our hands and the hands 



52 UNION KAILKOAD STATION. 

of coming generations ought not to be tied in this way. Suppose a 
time should come when there would be great competition for terminal 
facilities here; suppose the Wabash system or the Norfolk and West- 
ern should wish to bid for such facilities, we should, if this bill passes, 
be deprived of all the benefit of such competition. The Pennsylvania 
Company would be in possession, and would be master of the situation. 
No such thing could happen in ai^ intelligent community having con- 
trol of its own affairs. 

If this bill were submitted to a vote of the people of the District 
it would be overwhelmingly defeated. I want to call your attention 
to the remarks of Governor Crane, of Massachusetts, in his veto of 
the Boston subway bill last June. Mutatis mutandis, those remarks 
apply with equal force to this bill. But the franchise and monopoly 
are not all. This bill gives in money and land nearly $6,000,000 to the 
railroad company. Six million dollars, Mr. Chairman! And what do 
we get in return for this sum 3 We get our hands tied and our pock- 
ets emptied. We get personal taxes imposed on us. We get debts 
piled upon us. We are left to the tender mercies of a single arrogant 
and exacting corporation. We are placed in a position to be pillaged 
and persecuted forever. We get a viaduct cutting our chVv into halves, 
and bearing locomotives to smoke us out of those halves, to fill our 
homes with soot and dust, and to deafen us with their eternal clangor. 
Oh, sir, if possible, our reward is to be worse than our punishment. 
What have we done to merit either the one or the other? What has the 
Pennsylvania Railroad Company done to entitle it to such favoritism at 
the hands of Congress — to such power over our fortunes, public and pri- 
vate? Why is th&t corporation entitled to such advantages over all 
others? Why should reason, justice, and law be disregarded in favor 
of that particular company ? From both the economic and the aesthetic 
points of view the bill is an outrage. 

(2) But, Mr. Chairman, there is a still more important objection 
to this bill. It will put the Government of the United States, as 
well as the people who permanently reside here, in the power of one 
corporation. What would be the probable strategic effects of that? 
This country has not always been at peace, nor will it be. It will 
need more and more lines of transportation between its capital and its 
armies in the future. By examining the plan of this city, } r ou will see 
that its founder was guided principally by military considerations. 
Its broad avenues converging at its center were intended primarily for 
military movements. Strength and safety were his first care. Sup- 
pose a bill like this had been presented to Washington — a bill not only 
limiting the means of communication with the rest of the Union, but 
destroying absolutely and forever the strategic excellence of his plan 
in the city itself— a bill limiting to one company the right to cross the 
Potomac at the nearest practicable point on the river above the sea — 
at the only available point, indeed, between the mountains and the 
Atlantic, and on the great thoroughfare between the North and the 
South. 

Suppose, I say, this bill had been presented to Washington: what 
would have been its fate? The very design of the ten-mile square, 
as well as the plan of i\w city, is a sufficient answer to this question; 
for that design was to make this District the citadel of the national 
authority, the Alhambra of America. This bill destroys that design. 
Its tendency is to isolate the capital of the nation, to make it depend 



UNION RAILROAD STATION. 53 

ent on the good faith and the good will of a corporation whose stock is 
on the markets of the world, and may be owned by aliens and even by 
alien enemies. It is no answer to this objection to say that the Govern- 
ment ma}' take possession of the Pennsjdvania Railroad in case of 
military necessity. It can not take possession of lines which have not 
been built, but which have been built, but for the operation bill. It 
can not take possession of the Norfolk and Western, which was pre- 
vented from entering this District by the influence of the Pennsylvania 
Company. 

Mr. Chairman. I can not help believing that the strategic possi- 
bilities and dangers lurking in this extraordinary measure were 
wholly overlooked by the Senate; that the safety of this city, its 
security from external attack or internal disorders, was not at all con- 
sidered by that body. The beautiful scheme of the parking commis- 
sion, an absurdly and hideously beautiful scheme, of which Mr. Cas- 
satt's plan for a right of way through the city, and a bridge over the 
Potomac, and a tunnel under the Capitol grounds, and finally for the old 
flag and an appropriation of $6,000,000 was the sine qua non — I say 
this magnificent product of twentieth century witchcraft seems to have 
had undue weight in the minds of Senators. The clerk of the Senate 
committee which reported this bill was also the clerk of the parking 
commission. The chairman of that committee was the chairman of 
the parking commission. Mr. Cassatt, of the Pennsylvania Railroad, 
entertained those gentlemen at Frankfort-on-the-Main, showed them 
a monumental railway station there, and did many other wonderful 
things which only a wizard like Mr. Cassatt could do toward perfecting 
this most heinously gorgeous scheme. 

This accounts for the hole on the north and the hole on the south, 
which mark the beginning and the end of Mr. Cassatt's route under 
the Capitol, as seen in the design of the New Washington, on exhibi- 
tion in the Library of Congress. The trail of the serpent is under us 
all.^ Cassatt's snake hole is at the very bottom of all this legislation, 
for this bill is the first step toward carrying out that scheme. With- 
out this bill, we have been told, the whole design would fail and a 
two-hundred-million-dollar gem of a job be frustrated, while Cassatt's 
hole under the Capitol, like Semmes's hole in the sky, would become 
a mere myth. But, Mr. Chairman, a "monumental railroad station " at 
the expense of the safety of this capital city and the Government of 
the United States would be a monumental absurdity, I had almost 
said a monumental crime. 

(3) A third and the greatest objection to this bill is that it is uncon- 
stitutional, and that the attempt to cany it into execution would bring 
on litigation and probably violent resistance. It is the effect and not 
the pretense, as I have said, which is the test of legislation; and 
according to that maxim this bill is a license in mortmain, notwith- 
standing the clause ostensibly reserving to Congress the right to amend 
or repeal it. It is virtually and practically irrevocable, in spite of 
that clause. It is in the nature of a contract, and whenever the 
grantees have performed the conditions of the grant they will have 
acquired vested rights which Congress will never disturb, even if it 
has the power to do so. In fact, the bill uses the term " vested right " 
in one place, and the whole bill therefore involves the principle that 
Congress can grant "vested rights" in land, or rights which will 
" vest " and become perpetual on the happening of some future event. 



54 UNION RA1LKOAD STATION. 

If that is true, the reservation of the right to repeal is a false pretense. 
Has Congress the constitutional power to confer upon any corpora- 
tion the right to hold land in mortmain? I deny that it has. The 
position of Jefferson on this point is well known and has never been 
successfully controverted. Jefferson says: 

"Though the Constitution controls the law of mortmain so far as to 
allow Congress itself to hold land for certain purposes, yet not so far 
as to permit them to communicate a similar right to other corporate 
bodies." (7 Jefferson's Works, p. 555.) No express power is given 
by the Constitution to create monopolies and perpetuities, or either. 
Where is the clause which implies such a power as that exercised by 
the Senate in passing this bill? Where, again, is the power implied 
for taxing me for the benefit ofa corporation, or of giving awa}^ pub- 
lic property to a private corporation? If you can tax me to build 
railroads for private companies you may as rightfully tax me to build 
churches for favored sects, or houses for favored banks, or yachts for 
favored millionaires. If you do these things without constitutional 
authority, what is the result? You will develop two hostile classes in 
this country— tyrants and slaves. You will exceed the commission 
from which alone you derive your authority, and you will become 
tyrants ipso facto. The men who submit to such legislation will be 
governed by laws made neither b} T themselves nor by any authority 
derived from them; and such men fall within the category of slaves. 

I do not believe that the people of this country are yet prepared to 
submit patiently to the usurpation of power by their public servants. 
I do not believe that such legislation as this can be successfully 
imposed upon them. We may have outgrown the Constitution, but 
we have not yet outgrown the keen sense of wrong, injustice, and out- 
rage which characterized our fathers in their opposition to British 
oppressions. We have not so far lost our reason as to think only of 
military parades on ceremonial occasions when we are threatened with 
legislation destructive of our means of defense, our means of self- 
preservation; nor so far as to think only of baubles when great mon- 
opolies are to be established empowered to hold lands in mortmain and 
to hold franchises indefinitely. Mr. Chairman, I trust that this bill 
may never become a law. I trust that the legislation of last year, to 
which it is supplementary, may be repealed, and that Congress will 
deal justly with us and fairly with the country. 



STRONG RESOLUTIONS — ACTION TAKEN BY THE EAST END SUBURBAN 
CITIZENS' ASSOCIATION ON THE DEPOT QUESTION. 

The following resolutions were passed by the East End Suburban 
Citizens' Association at a meeting of the association held on the 7th of 
February, 1902: 

"Besofoed by the East End Suburban Citizens* Association. That 
this association is unalterably opposed to the plan of the Pennsylvania 
Railroad Company to construct the proposed Union Station and via- 
duct in northeast Washington. 

"Resolved, That it is our belief that such a station would operate to 
prevent the growth and proper expansion of the northeast section. 

" Mesol/ved further^ That it would be a gigantic impediment to the 



UNION EAILROAD STATION. 55 

proper intercourse that ought always to obtain between the two great 
residence sections of the city. 

''Resolved, That we earnestly invite the cooperation of every prop- 
erty owner and resident of northeast Washington in an effort to defeat 
the proposed legislation. 

"Resolved, That it is the unanimous opinion of the East End Sub- 
urban Citizens' Association that the said depot be constructed in South 
Washington, which alread}^ contains the entire shipping industry of 
the District of Columbia, and where six steam roads center." 



STATEMENT OF MR. THOMAS W. SMITH, PRESIDENT OF THE 
WASHINGTON BOARD OF TRADE. 

Mr. Smith. Mr. Chairman, I will not take much time. I simply 
want to make a statement of the position of the Washington Board of 
Trade as taken since its organization in 1889. The president of the 
Washington Board of Trade submits the following respecting steam 
railroads in the District of Columbia: 

The Board of Trade has been active and consistent in the position it 
has taken respecting grade crossings since its organization in 1889, and 
President M. M. Parker, in his address to the board in November, 
1900, said, in part, there was " strong opposition to the legalizing of 
surplus tracks in south Washington, and opposition has been strong 
against giving an unlimited power of condemnation, and a general 
desire expressed similar to that which prevails in most of the large 
cities of the Republic, for relief, as far as possible, from surface tracks 
and grade crossings." 

President Parker, in his annual address of December, 1891, says as 
follows: 

"Nothing has been accomplished during the year in the removal of 
steam railroads, grade crossings, or in improvements in railroad termi- 
nals. Washington very much needs changes for the better under both 
these heads, and it is hoped that Congress, now assembled, will take 
the action necessary to accomplish these improvements." 

The chairman of the committee on railroads, Mr. B. H. Warner, on 
Januarv 10, 1894, made the following report before the Board of 
Trade:' 

"It was hoped that some provision would have been made for the 
abolition of grade crossings, but they still exist, and Congress has 
failed to provide for an entrance for the Baltimore and Ohio tracks in 
the city by means of an elevated viaduct, so as to give the company 
an opportunity to build a new and elegant station, which has been 
promised." 

And so on down, year after year, we find the Washington Board of 
Trade consistently pressing upon Congress and the Commissioners the 
change from surface to grade crossings. On November 13, 1899, the 
chairman of the committee on railroads, Mr. Frank Hume, reports to 
the board as follows: 

"The committee on railroads regrets that it is unable to report any 
material progress since its last report. The grade-crossing situation 
is in practically the same situation as at this time last year. 

"It has long been understood that the original plans agreed upon 
provide for a viaduct for the Baltimore and Ohio railroad, which does 



56 UNION EAILROAD STATION. 

not materially interfere with the present street grades, and would 
involve only a small expense to the District, and for a combination of 
elevated and depressed tracks for the Baltimore and Potomac railroad, 
in connection with which the present Long Bridge is to be removed 
and adequate accommodations provided for railroad and other pur- 
poses. The Baltimore and Potomac bill also contemplates, as has 
been announced, considerable additional use of public lands. 

' w The finances of the District will certainly not permit of the appro- 
priation of an} r considerable portion of its revenues to effect these 
improvements, and if it can be arranged that the city's share of the 
cost is canceled by the additional privileges granted the roads the situ- 
ation will be much simplified. 

' ' We believe we voice the sentiment of the people of Washington 
in saying that we desire that the fullest possible facilities for transact- 
ing their business be granted the railroads, subject only to the proper 
conservation of the public interests, and that Washington would gladly 
welcome other roads into its limits." 

The following year Mr. Frank Hume, chairman of the railroad 
committee, reported on the railroad situation in part as follows: 

"The Senate committee reported the bills as recommended b}^ the 
Commissioners, and they were passed by the Senate, and after intro- 
duction in the House of Representatives were referred to the District 
Committee of that bod}^, and will be considered at the approaching 
session. 

'"It is the belief of your committee that the practically unanimous 
sentiment of the communit}^ is that the grade-crossing evil should be 
done away with without any further delay, and that proper facilities 
should be provided for the growing transportation interests of Wash- 
ington. 

" The committee is of the opinion that the bills passed by the Sen- 
ate meet the engineering difficulties admirably, but it is firmly con- 
vinced that the clauses in the two bills relating to the division of the 
expense involved are inequitable, both to the Federal Government and 
to the District of Columbia, and not in accordance with the usual 
practice in other localities. 

"The accepted custom we think maybe fairly stated as follows: 
The railroad pays all expenses involved in the work within its right 
of way; and the municipal or State authorities pay the expense 
involved in changes outside of the right of way. 

" With such an adjustment we feel that Washington would be fully 
satisfied. The B. & P. bill, however, provides for a large grant of 
land, and the B. & O. bill for a grant of $1,500,000, as contributions 
toward the expense of the work within the right of way of the rail- 
roads. 

"The view of this committee still is that this is unjust to the com- 
munity." 

His report was followed by the report of the president of the board 
of trade, John Joy Edson, made at its annual meeting November 1_>, 
1900, as follows: 

"BALTIMORE AND OHIO VIADUCT. 

"The bill introduced by the Baltimore and Ohio Railroad provides 
for a viaduct within the cit}^ limits, terminating at North Capitol and 



UNION RAILKOAD STATION. 57 

C streets, one-half of the expense of $3,000,000 to be paid by the 
District appropriations. The railroad committee made a report on 
both bills at a meeting of the board of trade, in which it recommended 
these engineering plans for each road as being entirely acceptable and 
a complete improvement in railroad conditions within the city limits as 
to grade crossings and terminal facilities. The board unanimously 
approved these recommendations, though in taking this action it did 
not depart from its record as being opposed to the occupancy of pub- 
lic parks for railroad purposes. 

"In respect to the Baltimore and Ohio improvement, the board also 
declined to indorse the proposition that half the expense should be 
borne by municipal appropriation. In reference to part of this 
expense being borne by the District, I quote from the report made in 
1899 b}^ my predecessor, President No} r es: 

" 'If an}' large sum of money is to be exacted from the District for 
these improvements, this decision will mean the delay or defeat of 
projects of the first importance both to the railroads and to the com- 
m unity. Especialty since the District's so-called surplus has been dis- 
sipated at 50 cents on the dollar on suburban street extensions in 
violation of the organic act, the capital is in no financial condition to 
enter upon a large expenditure of this sort, its entire revenue being 
needed to meet urgent current demands.'" 

The following year (1901), on November 11, the committee on rail- 
roads reports progress, bills pending in Congress having been passed, 
and approved by the President February 12, 1901, authorizing the 
Baltimore and Potomac Railroad Company and the Baltimore and 
Ohio Railroad Company to eliminate grade crossings and to build 
terminal structures, granting public land to the Baltimore and Poto- 
mac Railroad Company and granting to the Baltimore and Ohio Rail- 
road Company $1,500,000 toward the expenses of the improvements 
required in that bill. His report concludes as follows: 

4 ' Your committee desires to congratulate the board of trade upon 
what seems to promise in the near future the successful termination 
of the board's long and earnest struggle in favor of the union station 
for all steam railroads entering the city, for the elimination of all 
grade crossings in the city, for the removal of all railway structures 
from the Mall and from Maryland avenue, and also for the securing 
of adequate terminal facilities for the accommodation of the growing 
business of the District of Columbia." 

The following was adopted at a meeting of the Washington Board 
of Trade held March 2, 1900 (amendment to sec. 13): 

"Inasmuch as the improvements provided for in the railroad bill 
and in this report are proper \j the work of the railroad, we are opposed 
to the appropriation of any public funds except to pay the expenses 
of bridge approaches and changes of grade. We regard the company's 
demand for $1,500,000 as unreasonable, and we recommend that Con- 
gress be urged to ignore that request for a gratuity." 

Mr. Cowherd. I understand you have consistently opposed the 
taking of large amounts of public property. 

Mr. Smith. Yes, sir. 

The Chairman. I understand from your statement that the board of 
trade is opposed to the present bill. 

Mr. Smith. It is not opposed to the elimination of grade crossings; 
it is not opposed to a station on Massachusetts avenue; but it is not in 



58 UNION RAILROAD STATION. 

favor of paying the railroad companies large sums of money for doing 
that which they ought to do without any money. 

Mr. Meyer. You consider the amount in this bill as an excess of 
what it should be ? 

Mr. Smith. Yes, sir. 

Mr. Morrell. Did the board of trade approve of the legislation 
that was passed last year ? 

Mr. Smith. Yes, sir; except 

Mr. Morrell. And of the amounts that were contributed then? 

Mr. Smith. No, sir; they were not in favor of that. 

Mr. Cowherd. They likewise disapproved of the taking of the Mall ? 

Mr. Smith. Yes, sir; or allowing the Pennsylvania Railroad a sum 
of money in lieu of a portion of the Mall which they were to relinquish. 

Mr. Cowherd. Now, they are only opposed to the granting to the 
railroads this sum of money ? 

Mr. Smith. Yes, sir. 

Mr. Cowherd. And all other features of the bill 

Mr. Smith. They are in favor of; yes, sir. 

Mr. Jenkins. According to your statement you are in favor of some 
of the features? 

Mr. Smith. Yes, sir. 

Mr. Jenkins. You are in favor of the principle but not the amount? 

Mr. Smith. Yes, sir. 

Mr. Morrell. I understood you to say that the Government ought 
not to pay a cent. 

Mr. Smith. No, sir; I beg your pardon. 

Mr. Cowherd. He said they should pay nothing except for damages 
to property and for purchase of streets. 

The Chairman. As I understand, you are in favor of the District 
paying all the damages brought about by this construction ? 

Mr. Smith. Yes, sir. 

The Chairman. And damages to property. 

Mr. Smith. Yes, sir; and for the approach to bridges that the com- 
pany will build over its roadway. 

STATEMENT OF MR. IRWIN B. LINTON. 

Mr. Linton. Mr. Chairman, I concur with Mr. Henderson, who 
spoke in favor of the Citizens' Association. No doubt we should have 
the relief asked for if a bill should go through, but as a citizen of this 
beautiful city I have long thought that this bill would be an injury 
rather than a benefit in its present shape. 

I certainly would object to the tunneling of Capitol hill. 

As a citizen, I object to this enormous sum to be paid to the railroad 
in order to have the improvements desired, and it seems to me that 
there is a solution. Probably it is not new to you; in fact, I believe 
it is the first proposition that was made to the Baltimore and Potomac 
Railroad Company: That the union station be placed at the intersec- 
tion of Maryland avenue and Virginia avenue !S\Y. 

The railroad at present occupies those streets. As contemplated by 
this bill I think they are to remain there, at least a portion of the way. 
It seems to me that a solution of the whole matter might be made by 
this proposition set out in a letter which appeared in the Star of Fri- 



UNION RAILROAD STATION. 59 

day last, over the nom de plume of u Civil Engineer," which I approve 
of. but which I did not write. I have several copies, which were fur- 
nished me by Mr. Lyon, of the Star. I will ask permission to have 
this printed in the report, if you will allow me, only I want to make 
one correction. 

This proposes that in the event the Chesapeake and Ohio Canal is 
abandoned, and the Baltimore and Ohio should secure that right of way, 
that instead of coming down from Georgetown and connecting at Vir- 
ginia avenue, that they build a bridge at the Three Sisters across the 
Potomac River to Virginia and reach the city by the way of Long 
Bridge, thereby avoiding any interruption of the parking plan which 
has been provided by the Parking Commission. So the Baltimore and 
Ohio would come down the Chesapeake and Ohio Canal bed, which 
seems likely to be one of the events of the future, and thereby shorten- 
ing their route very much to the city. 

The Chairman. Do you propose that they cross the river at the 
Three Sisters and run down the other side and then come back into 
the city by means of the Long Bridge I . 

Mr. Linton. Yes, sir. 

The Chairman. You say that would shorten the route \ 

Mr. Linton. No. sir; I say the route would be shortened by taking 
the bed of the Chesapeake and Ohio Canal. Of course crossing over 
into Virginia and coming back by way of the Long Bridge would 
increase the length of the route a little into the city. 

Mr. aIorrell. How would they come from the north ? 

Mr. Linton. From the north at Hyattsville over the Pennsylvania 
tracks, as shown by this map [indicating]. I would not attempt for a 
moment to propose that this load be placed on south Washington if it 
was not already there, but 1 do not see why one-half of our city should 
be devoted to railroad purposes when one-fourth of it is already occu- 
pied and will be sufficient for all the railroad demands of the future. 
In other words. I would avoid the appropriation of three or four mil- 
lion dollars out of our treasury; I would avoid the tunneling of this 
liill and confine railroads to the level area that the}' now occupy, lay- 
ing the track which we agree upon. We want a union station, and we 
want the grade crossings eliminated: but it seems to me that we would 
save an immense amount of money by this plan. We could have this 
union station only about one minute farther than it is now from Penn- 
sylvania avenue, and we would clear the tracks from the Mall, and we 
would relieve the city of an extra station that we now have. 

Another point. Georgetown could be accommodated much better 
than under this new bill. There are large concerns in Georgetown 
which object, I understand, to this proposed legislation, for the reason 
that their hauls to and from the proposed station will be much longer 
than from either of the present stations. This proposed by me would 
obviate that: their connection would be about one-half the distance of 
what it would be under the proposed scheme. 

_ It seems to me, with these advantages in its favor, that this propo- 
sition is worthy of consideration. I trust that } t ou gentlemen will 
consider it, and thereby we will save this large expenditure and we 
will also save the necessity of damaging the approaches to our beauti- 
ful Capitol hill. 



60 UNION RAILKOAD STATION. 



STATEMENT OF BR. MORGAN. 

The Chairman. Please state whom you represent. 

Dr. Morgan. I represent Mr. Harvey, with whom a great many of 
you are acquainted, and Dr. George, the chiropodist, who is at the 
other end of the line, and I speak for myself , a physician. We are all 
in favor, those already mentioned, of the Water-street route, taking 
the railroad off Maryland avenue and running it by way of Water 
street through K street to the navy-yard tunnel and then out. 

I think, in looking over the capital here, you will all conclude that 
the original idea of General Washington and Jefferson and L'Enfant 
was never that Maryland avenue and Virginia avenue should be occu- 
pied by a railroad, freight depots, viaducts, and elevated railroads. 
This most practical and the cheapest plan to the District and to the 
railroads is that of the Water-street route by way of K street. 

That is all 1 have to sav. 



STATEMENT OF MR. M. D. ROSENBERG. 

Mr. Rosenberg. Mr. Chairman, I appear here representing a large 
number of property owners in south Washington, and my presence 
here this morning has been anticipated by a petition which was just 
handed to the chairman of your committee, in which they protest 
against the stand taken by the members of the South Washington Cit- 
izens' Association. 

I wish to say, with all due regard and the highest respect for those 
gentlemen, a great mairy of whom I know, that it is not the sentiment 
of the citizens of south Washington that the route as contemplated, 
either under the act of 1901 or the act known as the union station bill, 
should be changed from Virginia and Maryland avenues and be carried 
down Water street and out K street. 

Now, personally and legalty I represent a great interest, involving- 
large sums of money, but if the committee is going to consider that 
proposition 1 am satisfied I can get a petition from residents of south 
Washington far outnumbering, possibty, the members of the South- 
west Citizens' Association. A large number of property owners 
would be damaged by the route indicated by the spokesman of that 
association, one of whom has spoken (Mr. Weller), stating that he is a 
property owner. He is only one out of a great number. 

It is useless for me to say to this committee, and echoing the words 
of Mr. Warner, who spoke here this morning, that we must, in agieat 
undertaking of this kind, do the greatest good to the greatest number, 
and unless some of us or all of us are willing to surrender and abandon 
our personal interests the capital city will not make the advancement 
which it should make under this bill as contemplated. 

Now, I wish to say another thing, and to go on record in sa} T ing it, 
and that is in representing my clients I advocate the passage of the 
bill of February 12, 1901, and I maintain that we are not at all dis- 
loyal to the interests of the District in advocating that bill. It is 
true that a magnificent, a monumental station, on Massachusetts ave- 
nue would be a great adornment to the capital city, we can not deny 
that; but there are other points which offset architectural beauty. I 
maintain that a union station does not adequately conserve the benefits 



UNION RAILROAD STATION. 61 

and rights of the traveling public. Recentl} 7 I had occasion to be in 
the city of Boston and to go through their south terminal. They have 
twenty-some tracks. I had difficulty in locating the ticket office; I had 
difficulty in locating the office where Pullman tickets were purchased; 
I had difficulty in locating the gate through which to reach my train. 
Why, gentlemen of the committee, it requires a guide to show a man 
around a place of that kind. 

Now, if we have one station on the Mali, as contemplated b} T the act 
of 1901, and another station situated about where the Baltimore and 
Ohio is located to-da}^, if they are arranged and the architectural beauty 
which Ave desire is obtained, 1 submit they will make for the capital 
city two monuments which w T ill be an ornament to the city instead of 
one. 

Referring to the act of 1901, with reference to the adornment of 
these stations, it says that the "'station building to be erected on the 
Mall shall cost not less than $1,500,000" — and I submit a very elegant 
station can be built for that — ''inclusive of the car sheds, which 
shall be of ornamental or monumental character, and which shall be 
designed, so far as practicable, so as not to impair the appearance 
of the Mall; the plans thereof to be approved by the Secretary of 
War: Provided, That upon the land hereby granted on the Mall to the 
use of the Baltimore and Potomac Railroad Company no freight depot, 
warehouse, or other structure, except such as is necessary to its use 
as the site for a passenger station, shall be erected; and that no tracks 
except such as are necessary to the service of such passenger station 
shall be laid or operated on said land." • 

There is no intelligent man who can tell me that a magnificent mon- 
umental station to cost 11,500,000 is going to disfigure that Mall. 

Mr. Cowtherd. An intelligent man can tell you that, although you 
might not believe it. 

Mr. Rosenberg. If I am stepping on the shoes of an}^ member of 
the committee 

The Chairman. On somebody's toes, that is all. 

Mr. Rosenberg. I respectfully submit I am echoing the sentiment 
of the people I represent. 

Mr. Cowherd. I do not believe you are echoing the sentiments of 
the people of the District. 

Mr. Rosenberg. Some of them. 

With reference to the running of tracts through Maryland and Vir- 
ginia avenues in preference to the route suggested, 1 will say those 
tracks have been there for many years. Conditions have shaped 
themselves to conform to the idea that those tracks are there and will 
remain there. The citizens along that route are willing that they 
should remain there. Why take them away and put them somewhere 
else? 

Another point in favor of this bill (the bill of 1901) is that the bill 
contains many facts and conditions which were finally hardened into 
law more than one year ago. A number of people in South Washing- 
ton have sold their property, and a number of them have arranged 
their affairs with the view to eventually selling, under this bill, and so 
if it meets the views of the majority of the citizens and is going to be 
a benefit to the cit}^, as this act would be, I respectfully submit that 
the act of 1901 be enacted into law. 

Mr. Johnson. Whom does the gentleman represent? 



62 UNION RAILROAD STATION. 

Mr. Rosenberg. I stated that I represent a large number of prop- 
erty owners in South Washington. If you desire their names I will 
send them to you. 

Mr. Johnson. Do you know of any residents of Maryland and Vir- 
ginia avenues who want the railroad to remain there? 

Mr. Rosenberg. Yes, sir. 

STATEMENT OF MR. HERBERT GIESY. 

Mr. Giesy. I wish first to call attention to a very important omis- 
sion in this bill, which I think is of great interest to a great many. 

The Chairman. State what interest 3^011 represent. 

Mr. Giesy. I represent a few gentlemen who are members of -the 
railroad committee of the Board of Trade, and others interested with 
them, whose report on the present bill has not yet been acted upon by 
the Board of Trade, and this morning I presume I represent those 
gentlemen. 

The Chairman. Has the board strangled the report or just de 
f erred it? 

Mr. Giesy. The committee made a report on the bill; the meeting 
was held last Tuesday night. The report was adopted by a vote of ltt 
to 12, when Mr. Weller made a point of no quorum, and as the Board 
of Trade requires the presence of thirty members to constitute a 
quorum the report of the committee is in the air. 

Mr. Wadsworth. Did the^y count a quorum? 

Mr. Giesy. No, sir. They did not lock the doors as you do in 
Congress, and so they did not have a quorum. 

Mr. Pearre. You represent another proposition too? 

Mr. Giesy. Yes, sir; but I want to address myself to the bill a 
moment. 

Mr. Pearre. You represent the idea of municipal ownership? 

Mr. Giesy. Yes. 

In the act of 1901 this provision occurs: 

" And provided further, That no portion of any street shall be 
closed under authority of this act until said railroad company shall 
have secured control of the property abutting on said portion to be 
closed, it being the intent hereof that no property owner shall be 
deprived of egress from or ingress to his property." 

The Chairman. I beg your pardon; 1 think } t ou will find it if you 
read the bill carefully. 

Mr. Giesy. I have read it carefully and I could not find it. That 
cuts oil' the abutting property on these streets that are closed by this 
bill and not by the last bill. 

The Chairman. If that is not in the bill it is a very good point 
indeed: 

Mr. Giesy. It is not in this bill; 1 have looked carefully for it. 

The next point in this bill is that in the report of the Commissioners 
of March 17, filed by Senator McMillan, it is stated that the cost to the 
District would be $1,635,000, and that is made up by $750,000 to the 
Baltimore and Ohio, $800,000 for one-half the cost of the plaza, and 
one -half of the cost of the grades in South Washington $170,000. In 
this bill it is nowhere provided that the United States shall pay. one- 
half tic cost of the plaza. The only provision of that kind is in rela 
tion to damages, which is that the dinted States shall reimburse the 



UNION KAILROAD STATION. 63 

District of Columbia for one-half the damages for laying off the plaza, 
but the provision in regard to the plaza particularly sa} T s the District 
Commissioners shall do this and shall do that (p. 13 of the bill) 
(Reading:) 

"The Commissioners of the District of Columbia are hereby author- 
ized and directed," and so forth and so on. So that the $800,000 con- 
templated there that the District shall pay for the plaza is really 
$1,300,000, for this reason: The clause in relation to damages follow- 
ing this provision, that the United States shall reimburse the District 
one-half and the District Commissioners assess the damages 8600,000. 
So what the United States would reimburse the District would be 
$300,000. 

There is one other point I wish to call your attention to. You have 
heard about the Patterson amendment. While the Patterson amend- 
ment has been passed in the Senate, still this clause occurs three or 
four times in this bill (under heading "Union station," sec. 2): 

"The Baltimore and Ohio Railroad Company and the Baltimore and 
Potomac Railroad Company, and the passenger traffic of such other 
companies as may be moved over the railroads of either of said two 
companies, with its consent," etc. " With its consent" refers to the 
consent of the Pennsylvania Railroad. That occurs at least three times 
in the bill. So while you have the Patterson amendment you have not 
stricken out the provision of law that no railroad can come into this 
District without the consent of the Pennsylvania Railroad. 

The Chairman. Where else besides there does that occur? 

Mr. Giesy. If 3 r ou will not take it out of my time I think I can 
find it. 

The Chairman. Your time has already expired, so it will not come 
out of your time. [Laughter.] 

Mr. Giesy. The cost of this improvement will be at least $7,000,000, 
and it can be demonstrated that it will cost more. 

Mr. Cowherd. How do you make that? 

Mr. Finn. Can you itemize that? 

Mr. Giesy. On page 6 the cost of this is given at $4,770,000. That 
is made up ©f $1,500^,000 to the Baltimore and Ohio, $1,500,000 to the 
Baltimore and Potomac Railroad, $1,600,000 for the plaza, and $170,000 
for damages to property and changes of grades in South Washington. 
Now, in an additional report, on page 7, that is here, it is stated — and, 
, by the way, a supplemental report is the first one made, the one printed 
by the Senate in the second report — in the supplemental report it is 
stated that the amount of real estate, the amount of land inclosed, is 
11,454,525. By this act, paragraph 12, $568,000 is appropriated to 
construct a highway bridge over the Potomac River. Total, $6,792,000. 

Mr. Sims. You did not mention the tunnel. 

Mr. Giesy. Four million seven hundred and seventy thousand dol- 
lars includes that. The total is $6,792,000 in round figures. That is 
very nearly $7,000,000, but I think you can see it will not cover it. 
The War Department has reported, in Executive Document No. 138, 
that the bridge can not be built for $568,000; that it will cost $996,000, 
an addition of $132,000. 

Then, there is no estimate of the value of the right of way through 
the Reform School. That is Government property. What that is 
worth nowhere appears. 

The Chairman. That is to be paid for as the Attorney-General may 
see lit. 



64 UNION RA1LKOAD STATION. 

Mr. Giesy. If the Attorney-General sees fit to give it to them, then 
there is no adjustment. 

Mr. Giesy. Now, I claim unless this clause which I first called atten- 
tion to is put in this bill, the damage to property abutting on streets 
closed by this bill and not by other bills will be several hundred 
thousand dollars, and if the figures are no more accurate in regard to 
the rest of the improvements than they are in regard to the highway 
bridge, it is easy to see that the expense to the Government will be 
about $8,000,000. 

We do not propose to pass this bill without substituting something, 
and the gentlemen I represent desire very much to be heard on the 
principle of municipal ownership of this matter; not the Populistic 
side, not the theon T of Henry George, but to do what has been done 
in the city of Boston in the building of subways, and prove to you 
that there is a business proposition which can be applied here which 
would save the United States and the District of Columbia mam' mil- 
lions of dollars and would get for us the things we desire — the aboli- 
tion of grade crossings and the establishment of a union depot — and I 
hope at some time you will give the gentlemen who have looked into 
that subject an opportunity to show, you what they know about it. 

The article from the Star referred to is as follows: 

A UNION STATION SUGGESTION. 

To the Editor of the Evening Star: 

The union station should not be located on Massachusetts avenue, 
because it costs too much to get the railroads to it either from the 
north or south, because it costs too much to prepare the site to con- 
form to the railroad plans, and because it destroys so much value in 
Eckington, along Delaware avenue, and in Garfield Park, in south 
Washington. The alternative site, to which attention is called, is 
between D and E streets and from Sixth to Tenth streets southwest. 
To acquire this property would cost less than the ground required for 
the Massachusetts avenue site. The holdings of the railroad compa- 
nies on or near that site would be greatly enhanced in value if the rail- 
roads would quit that part of the city entirely, so that the abandonment 
of their plans for that location would yield them a handsome profit. 

The space between Virginia and Maryland avenues and D street 
should be made into a more imposing plaza than that planned by the 
architect for Massachusetts avenue, and at far less cost. On either 
side of Eighth street from D to E streets is a block of ground measuring 
about 200 feet by 500 feet, and these blocks would be ample for all 
the requirements of the station. Eighth street should be left open 
either as a public or private way, and the D street facade could be 
designed as a grand triumphal arch spanning Eighth street. The view 
of it from the Capitol would be superb. 

Tracks through the station site would be sunk to about 15 feet 
above sea level, and laid on east and west lines. The main floor of the 
station would be about 20 feet above the track level. No part of 
the site would have to be filled more than 10 feet to conform to the 
elevations named. Easy stairways and a liberal supply of elevators 
would give easy access to or from any track without crossing any other 
track at grade. Twenty or more tracks. L,600 feet long, with the 
necessary platform, could be arranged for on this site. Washington 
would never have a crowd that would overtax the capacity of such a 



UNION RAILROAD STATION. 65 

station. Railroad men, engineers, and other practical men will be 
quick to see the advantages of a through station over one with stub 
tracks, or with tracks at different levels. On the east the train sheds 
should extend from Seventh to Sixth streets, and on the west from 
Ninth to Tenth streets. Sixth, Seventh, Eighth, Ninth, Tenth, and 
Eleventh streets should be slightly elevated and carried over the tracks. 

It would prove to be most convenient for the railroads and the ship- 
ping public to have the freight yard and station between E and F 
streets, just south of the union station. 

The Washington branch of the Baltimore and Ohio could leave its 
present line just south of Hyattsville, and with an almost straight track 
lead to the Pennsylvania tracks at the Pennsylvania avenue bridge. 
Then from the eastern end of K street a new tunnel should be built 
westward to Seventh street on K street with four tracks. To do this 
it will be necessary to widen K street about 20 feet on the south side. 
The tunnel would be built in open excavation and covered with steel 
beams incased in cement. A complete system of ventilation for the 
tunnel, the train sheds, and the ways under the station and streets, 
operated by electricity, would free all such spaces from smoke, steam, 
and gas. 

The Anacostia Flats north of the Pennsylvania avenue bridge could be 
gotten cheaply and used as a freight and switching } r ard, so that with 
the facilities now in use at Benning and in South Washington the ter- 
minal arrangements east of the union station would be all that could 
be desired. 

It will only be a few years before the Chesapeake and Ohio Canal 
will be abandoned and its bed and banks used for railroad purposes. 
If so, the Baltimore and Ohio can arrange to take that route from 
Harpers Ferry to Rock Creek, and thence along Virginia avenue until 
connection is made at the foot of Fourteenth street with the tracks 
leading west from the union station to the new Long Bridge. At the 
connecting point a Y should be provided, so that the way to or from 
the South can be used either to or from the east or the west. At the 
south end of the Long Bridge there is abundant room to provide what- 
ever terminal facilities are desired near the western approach to the 
union station. 

If this site be chosen the expensive tunnel under Capitol Hill will be 
avoided and the Capitol and Library saved from possible injury. Gar- 
field Park will remain as free from railroad tracks as it is now. The park 
at the intersection of Virginia and Maryland avenues will be restored 
to the people, and have a beautiful plaza and station fronting it. The 
freight station and yards south of the union station will make it 
unnecessary to retain a single existing track in the northeast or in 
Eckington. Rejoicing and satisfaction will follow this solution of the 
railroad problem. The Baltimore and Ohio will secure a shorter line 
to the West, with easier grades and curves, and all other roads will be 
as well or better provided for than by any other plan proposed. 
Slight changes in the street-railroad tracks will make this South Wash- 
ington station more accessible than the one on Massachusetts avenue 
could be made. The die is not yet cast; let it be cast in favor of South 
Washington. 

CrviL Engineer. 

The Chairman. The hour of 12 o'clock having arrived, the com- 
mittee stands adjourned. 

U R s 5 



APPENDIX. 

Comparison of public space now occupied, to be occupied under act of February 12, 1901, 
and to be occupied under proposed legislation by the Baltimore and Ohio Railroad Com- 
pany. 

[Figures furnished by Capt. H. C. Newcomer, Acting Engineer Commissioner of the District of 

Columbia.] 

PRESENT OCCUPATION. 

Metropolitan Branch, First street, Delaware avenue to Florida avenue, 

118,190 square feet, at $1.50 $177,285 

Washington Branch, east of Delaware avenue, 68,900 square feet, at 

$1.50 103,350 

North Capitol street crossing, 14,800 square feet, at $2 29, 600 

Delaware avenue, between D and H streets, 145,950 square feet, at $2 . .. 291, 900 

602, 135 

Of this there will be restored to public use: 

Metropolitan Branch, First street, Delaware avenue to Florida ave- 
nue, 106,490 square feet, at $1.50 159, 735 

Washington Branch, east of Delaware avenue, 68,000 square feet, at 
$1.50 103,350 

North Capitol street crossing, 14, 800 square feet, at $2 29, 600 

Trinidad right of way dedicated to District, 12.1 acres, at $3,000 36, 300 

Total 328,985 

OCCUPATION UNDER ACT OP FEBRUARY 12, 1901. 

Within terminal structure, i. e., south of H street, 464,441 square feet, 

at $2 $928,882 

Delaware avenue, H to M, 144, 355 square feet, at $2 288, 710 

Delaware avenue, M to Florida avenue, 125,280 square feet, at $1.25 156, 600 

N street, Second to Third, 13,080 square feet, at $1.25 16, 350 

Brentwood road and Third street south of New York avenue, 72,360 

square feet, at 75 cents 54,270 

Hancock street, 28,800, at $2 57, 600 

Eckington streets north of New York avenue, including Brentwood road, 

516,407 square feet, at 60 cents 309,844 



Total 1,812,256 

Deduct value of present occupation 602, 135 

Net value of grant of pubic space under act of February 12, 1901. 1, 210, 121 ' 

OCCUPATION UNDER PENDING LEGISLATION. 

[These figures refer to Massachusetts-avenue site for location of union station.] 

For the common use of the Baltimore and Ohio 
and Baltimore and Potomac railroads: 

Part of old terminal, 464,441—301,287 square 

feet 163,154 

Additional terminal area less viaduct north 

of H street 423,610 

586, 764 square feet, at $2 $1, 173, 528 
Delaware avenue, H to M (80 feet wide), 144,355 square feet, at $2. . 288, 710 

66 



UNION RAILROAD STATION. 67 

For the common use of the Baltimore and Ohio and Baltimore and 
Potomac railroads — Continued. 
Delaware avenue, M to Florida avenue (80 feet wide), 62,640 square 

feet, at $1.25 $78, 300 

Brentwood road and Third street south of New York avenue, 72,360 

square feet, at 75 cents 54, 270 

Hancock street, 28,800 square feet, at $2 57, 600 



1,652,408 

One-half chargeable to Baltimore and Potomac Railroad 826, 204 

One-half chargeable to Baltimore and Ohio Railroad 826, 204 



For use of Baltimore and Ohio Railroad Company: 
Streets in Eckington, including Brentwood road — 

Square feet. 

Under act of February 12, 1901 51 6, 407 

Under pending bill, additional 163, 025 



679, 432, at 60 cents . . $407, 659 

Patterson street, 28, 100 square feet, at $1. 25 35, 125 

West 40 feet of Delaware avenue, L to M, 26,910 square feet, at $1.75. 47, 092 

Second street, N to Delaware avenue, 42,840 square feet, at $1.25 53, 550 

Delaware avenue, M to Florida avenue (80 feet wide), 62,640 square 

feet, at $1.25 78,300 

N street. Second to Third, 13,080 square feet, at $1.25 16, 350 



Total value of grant for exclusive use of Baltimore and Ohio . I 638, 076 

Add one-half value of occupation in common with Baltimore and Poto- 
mac Railroad 826,204 

Total 1,464,280 

Deduct present occupation '. 602, 135 



Net value of grant to Baltimore and Ohio under pending bill 862, 145 

Comparison of public space now occupied, to be occupied under the act of February 12, 
1901, and to be occupied under proposed legislation by the Baltimore and Potomac 
Railroad Company. 

OCCUPATION UNDER ACT OF FEBRUARY 12, 1901. 

E street SW. , Twelfth to Water, 71,000 square feet, at 50 cents $35, 500 

Thirteen-and-a-half street SW. , D to Water, 25,640 square feet, at 50 cents. 12, 820 

Thirteenth street SW., D to Water, 52,360 square feet, at 50 cents 26, 180 

Maryland avenue SW., Twelfth to Fourteenth, 162,980 square feet, at 75 

cents 122, 235 

Maryland avenue S W. , Ninth to Twelfth, 79,585 square feet, at $1 ..... . 79, 585 

Maryland avenue SW., Sixth to Seventh, 12,000 square feet, at $1.50 18, 000 

Reservation 113, 34,140 square feet, at $1.50 51, 210 

C street SW., Sixth to Seventh, 38,000 square feet, at $1.25 47, 500 

D street SW., Four-and-a-half to Virginia avenue, 22,000 square feet, at 

75 cents 16, 500 

Virginia avenue SW., north side, Four-and-a-half to Seventh, 66,000 

square feet, at $1 66, 000 

Virginia avenue SW., south side, Second to Four-and-a-half, 55,000 

square feet, at $1 55, 000 

Virginia avenue SW. , Canal to Seventh, 191 , 790 square feet, at $1 191, 790 

Garfield Park, 270,000 square feet, at 60 cents 162, 000 

H street SE. , South Capitol to Canal, 40,000 square feet, at 35 cents 14, 000 

One-half street SE., I to Canal, 24,608 square feet, at 50 cents 12, 304 

First street SE. , I to Canal, 11,220 square feet, at 50 cents 5, 61 

Canal street SE. , 268, 056 square feet, at 50 cents 134, 028 

Reservation 4 (the Mall), 514.233 square feet, at $2.50 1, 285, 582 



Total 2,335,844 

Credit D street SW., Twelfth to Fourteenth (30 feet wide), 22,280 square 
feet, at 60 cents 13,368 



Total value of public space occupied under act 2, 322, 476 



68 UNION RAILROAD STATION. 

PRESENT OCCUPATION. 

Water street SW., E to Fourteenth, 3,200 square feet, at 50 cents $1, 600 

Thirteen-and-a-half street SW., D to Water, 3,640 square feet, at 50 cents. 1, 820 

Thirteenth street S W. , D to Water, 19,360 square feet, at 50 cents 9, 680 

Maryland avenue SW., Twelfth to Fourteenth, 78,980 square feet, at 75 

cents 59, 235 

Maryland avenue SW., Ninth to Twelfth, 79,585 square feet, at $1 79, 58* 

Maryland avenue SW., Sixth to Seventh, 8,200 square feet, at $1.50 12, 300 

Reservation 113, 28,140 square feet, at $1.50 42,210 

Reservation 4 (the Mall)., 129,000 square feet, at $2.50 322, 500 

Sixth street west, from Virginia avenue northward, 47,000 square feet, at 

$1.25 58, 750 

Virginia avenue SW., north side, Four-and-a-half to Seventh, 6,000 

square feet, at $1 6, 000 

Virginia avenue SW. , Canal to Seventh, 201 , 790 square feet, at $1 201, 790 

One-half street SE. , I to Canal, 24,608 square feet, at 50 cents 12, 304 

First street SE., I to Canal, 11,220 square feet, at 50 cents 5, 610 

Canal street SE. , 268, 056 square feet, at 50 cents 134, 028 

K street SE., 49,000 square feet, at 50 cents 24,500 

Total 971,912 

Net value of grant of public space under act of February 12, 1901. 1, 350, 564 

OCCUPATION UNDER PENDING LEGISLATION. 

[These figures refer to location of union station on Massachusetts avenue site.J 

Net value granted under act of February 12, 1901 $1, 350, 564 

Add one-half of common occupation under pending bill 826, 204 

Total . 2,176,768 

Deduct for space restored to public use: 

C street SW., Sixth to Seventh, 38,000 square feet, at $1.25 $47, 500 
Maryland avenue, Sixth to Seventh, 12,000 square leet, at 

$1.50 18,000 

Reservation 113, 3,400 square feet, at $1.50 5,100 

Reservation 4 (the Mall), 514,233 square feet, at $2.50 ... 1, 285, 582 

1,356,182 

Net value of grant to Baltimore and Potomac under pending bill. . 820, 586 
Note. — Ivy street considered as offset by new street. 

Summary of values of grant of public space under pending bill. 

Baltimore and Ohio Railroad: 

Increase in comparison with present occupation JP862, 145 

Decrease in comparison with existing legislation . . 347, 976 

Baltimore and Potomac Railroad: 

Increase in comparison with present occupation 1,350,564 

Decrease in comparison with existing legislation 529, 978 



. Report of Secretary of War. 

Committee on the District of Columbia, 

House of Representatives, 

Washington, D. 0., May 23, 1902. 
The Secretary of War. 

Sir: I have the honor to inclose herewith, for examination and 
report, Senate bill 4825, "to provide for a union railroad station in 
the District of Columbia, and for other purposes." 
Very respectfully, 

J. W. Babcock, Chairman. 



UNION RAILROAD STATION. 69 

[First indorsement.] 

War Department, 

May 27, 1902. 

Respectfully returned to the chairman Committee on the District of 
Columbia, House of Representatives, inviting attention to the accom- 
panying report of the Chief of Engineers, United States Army, of 
yesterday's date, in whose views the Department concurs. 

The only matters in which the proposed new railway station appears 
v t0 concern the War Department officially are the improvement to the 
public buildings and grounds involved in removing the present rail- 
road from the Mall and securing sufficient space about and in front of 
the railway station to make practicable the massing and movement of 
military escorts upon occasions of ceremony, such as the funeral of 
the late President McKinley and the reception of Prince Henry of 
Prussia. In both of these respects the proposed change is very 
desirable. 

E. Root, Secretary of War. 



Office of the Chief of Engineers, 

United States Army, 

Washington, May 26, 1902. 
Hon. Elihu Root, 

Secretary of War. 
Sir: I have the honor to return herewith letter dated the 23d instant 
from the chairman of the House Committee on the District of Colum- 
bia inclosing, for examination and report, Senate bill 4825, Fifty- 
seventh Congress, first session, u An act to provide for a union railroad 
station in the District of Columbia, and for other purposes." 

The only interests peculiarly under the control of this Department 
that would be affected by the proposed legislation are such as concern 
the parks pertaining to the public buildings and grounds under the 
charge of the War Department and the system of water mains of the 
Washington Aqueduct and the water supply of the District of 
Columbia. 

So far as the parks are concerned, no objection is seen to the passage 
of the proposed measure, but before favorable action is taken thereon 
adequate provision should be inserted for the protection of the water- 
supply mains and for the execution of the work under the supervision 
of the officer in charge of the Washington Aqueduct at all points 
where the interests of the aqueduct or any portion of its water mains 
are concerned. 

A copy of the bill was referred to the officer in charge of public 
buildings and grounds, who states that he knows of no objection to the 
enactment of the legislation therein proposed. 

It would seem that the subject-matter of this measure pertains more 
particularly to the government of the District of Columbia, and that 
the views of the Commissioners should be requested. 
Very respectfully, your obedient servant, 

G. L. Gillespie, 
Brigadier- General, Chief of Engineers, U. £. Army. 



70 UNION RAILROAD STATION. 

Additional report of Col. Theodore A. Bingham. 

Office of Public Buildings and Grounds, 

Washington, June 16, 1902. 
Hon. J. W. Babcock, 

Chairman Committee on the District of Columbia, 

House of Representatives. 

Dear Sir: I have the honor to return herewith Senate bill No. 4825, 
Fifty-seventh Congress, first session, also public act No. 49, approved 
February 12, 1901, which were referred to me with your letter of the 
13th instant for report, and beg to report as follows: 

The Baltimore and Potomac Kailroad Company was given 31 acres 
20,062 square feet of ground belonging to the United States Govern- 
ment by the act approved February 12, 1901. By the pending measure 
the company will get 16 acres 15,694 square feet, the approximate 
value of which is $700,000. 

The Baltimore and Ohio Railroad Company was given 1 acre, 23,873 
square feet, by the act approved February 12, 1901. By the pending 
measure the Baltimore and Ohio will get the same area, the approxi- 
mate value of which is $80,000. 

By act of Congress approved June 21, 1870 (Stat. L., vol. 16, p. 
161), the Baltimore and Potomac Kailroad was granted the use of 
Long Bridge, provided they maintained it in good condition for a 
railway and as a highway bridge also, and that the bridge should 
remain at all times a free bridge for public use for ordinaiy travel. 
To be relieved of the obligation of keeping open and maintaining a 
free highway bridge across the Potomac would, in my estimation, be 
worth the cost of a new highway bridge, which is $586,000, and the 
annual cost of maintaining such a bridge, which would be $10,000 per 
year, plus the interest on the cost of bridge, because there is but little 
doubt that the Baltimore and Potomac would have been compelled to 
rebuild the Long Bridge in a short time in any event, on account of 
the style of structure and the location of the bridge piers with refer- 
ence to their obstruction to the free discharge of the Potomac River 
in the spring of the year. 

Very respectfully, Theo. A. Bingham, 

Colonel, United States Army, 



UNION BAILKOAD STATION. 71 



Senate report on S. i8%5, " to provide for a union railroad station in 
the District of Columbia, and for other purposes," Fifty -seventh 
Congress, first session. 



UNION RAILROAD STATION AT WASHINGTON, D. C. 



Apeil 3, 1902.— Ordered to be printed. 



Mr. McMillan, from the Committee on the District of Columbia, 
submitted the following 

REPORT. 

[To accompany S. 4825.] 

The Committee on the District of Columbia, to whom was referred 
the bill (S. 4825) to provide for a union railroad station in the District 
of Columbia, and for other purposes, having considered the same, 
make a favorable report thereon. 

The bill proposes that the Baltimore and Potomac Railroad Com- 
pany shall remove its tracks from the Mall and shall unite with the 
Baltimore and Ohio Railroad Company in the construction of a union 
passenger station on the north side of Massachusetts avenue at its 
intersection with Delaware avenue. 

The Baltimore and Potomac Railroad Company occupies a portion 
of the Mall by virtue of a grant made by the common council and the 
board of aldermen of the city of Washington, made on March 20, 
1871, which grant was confirmed by the act of Congress entitled "An 
act to confirm the action of the board of aldermen and common council 
of the city of Washington, designating a depot site for the Baltimore 
and Potomac Railroad Company, and for other purposes," approved May 
21, 1872, the bill having been passed by a two-thirds vote in each the 
Senate and the House of Representatives. A station site south of the 
Mall had been granted to the road, but the people living in the neigh- 
borhood strenuously objected to a location near the schools and 
churches, and leading merchants petitioned Congress for a site conve- 
nient to business on Pennsylvania avenue. 

During the Fifty-sixth Congress legislation was enacted enlarging 
the occupation of the railroad in the Mall. This action was taken 
only after years of effort to obtain the withdrawal of the road from 



72 UNION KAILKOAD STATION. 

public space, and because of the demand for the elimination of grade 
crossings, and increased facilities for handling the rapidly growing 
traffic. In the adjustment then made, the railroad received land in 
the Mall in lieu of the usual cash payment of one-half the cost of track 
elevation. 

The proposition now is that the United States shall buy, at a fair 
valuation, this land on which the railroad has been paying taxes for 
thirty years, and that the railroad shall use the money so received as a 
portion of the expense of building a tunnel and making connections 
with the proposed union station. 

This proposition does not come from the railroads. They are satis- 
fied with their present situation. When the question of improving the 
District of Columbia was taken up, the removal of the railroad tracks 
from the Mall was considered absolutely essential. The Mall was laid 
out to form the great approach to the Capitol, and it is impossible to 
conceive any adequate treatment of the capital park system without 
freeing the Mall from the railroad tracks and station. When this 
view of the situation was placed before the president of the Pennsyl- 
vania Kailroad, he replied, after very careful consideration, that while 
he did not desire any change, yet he realized that if Washington is to 
have the development of a capital city in the true sense of that word, 
the railroad must leave the Mall; and he was willing to accept any 
adjustment that would be fair to the stockholders whose interests he 
represented. 

From the standpoint of economical railroad management, the pro- 
posed union station has little to recommend it. The terminal charges 
are increased from about 40 cents to about $1.20 per passenger car, 
and there will be no corresponding increase in passengers. The Bal- 
timore and Ohio Company, which does a comparatively small passenger 
business, claims that it would be much better off by keeping to the C 
street site provided for in existing legislation, especially as contem- 
plated change compels that road to give up its present extensive and 
well-located freight yards, and purchase city blocks in Eckington. 

Yet a station at C street would bring a great commercial structure 
in close proximity to the Capitol, the approaches would be narrow 
and indirect, and Massachusetts avenue would be permanently dis- 
figured by being bridged by a train shed 800 feet in length. Those 
ugly features which lead to the removal of the railroad from the Mall 
would be repeated by the C street location. 

Very careful figures have been made in regard to the height at 
which the station should stand above the present grade of Massa- 
chusetts avenue. The architect desired the lowest possible grade, 
but the Engineer Commissioner of the District has figured that the 
grade selected (-f- 56) will result in the smallest amount of damages to 
property. At the same time the new grade will allow the grade of 



UNION RAILKOAD STATION. 73 

North Capitol street to be raised and other like improvements to be made, 
and the location of the station as proposed will greatly increase property 
values in what has long been practically dead territory. The Massa- 
chusetts avenue site also benefits the Government Printing Office by 
removing the car shifting and the consequent dust and smoke. 

The new station will be the finest structure of its kind in the world. 
Its length will be 760 feet, which is 8 feet 8 inches longer than the 
Capitol itself. It will be built of white marble, with the interior of 
marble and stone. The classical style of architecture will be used, and 
the building will be so located and designed that while distinctly sub- 
ordinate to the Capitol it will take rank among the great public struc- 
tures in Washington. The minimum cost of the station has been 
placed at $4,000,000, but the total cost will be nearer $5,000,000. 

The station as planned is arranged for 29 tracks, with room for 7 addi- 
tional tracks, thus providing for an indefinite future. The public con- 
venience has been studied, with the result that persons arriving or 
departing will be accommodated without loss of time; and a private 
entrance is provided for use of the President of the United States and 
for ceremonial occasions. All street-car lines receive and discharge 
passengers in close proximity to the station, and ample accommoda- 
tions are provided for bodies of troops and great delegations arriving 
or departing at inaugural times or when other large gatherings occur 
at the capital. In a word, every provision has been made for a great, 
dignified, convenient, accessible gateway to the capital of the nation. 

At the same time the occupation of public space set apart by Wash- 
ington to give dignity and beauty to the Capitol will be restored to 
public uses; and that great thoroughfare, Massachusetts avenue, which 
under present legislation would be disfigured by the construction of a 
railroad viaduct, will be left free and open. Every question relating 
to beauty, dignity, and convenience has received attention; and while 
the initial expense of a union station is large, at the same time the 
solution reached seems to the committee ideal in every respect. 

It is proposed to pay to the Baltimore and Potomac Railroad Com- 
pany $1,500,000 for the ground in the Mall, this amount to be expended 
by the company as a portion of the cost of making the connection with 
the new union station. The tunnel under Capitol Hill alone will cost 
$1,649,000. The ground given up by the railroad becomes available 
for two public buildings, as well as for park purposes. 

It is further proposed that the District of Columbia shall make suit- 
able approaches to the new station. This is a municipal improvement; 
it will not increase the revenues of the railroads, but it will conduce to 
the convenience of the people of the District, of Government officials, 
and of visitors to the national capital. It is provided that the rail- 
roads shall construct so much of the plaza as lies between the building 
line of Massachusetts avenue and the new station; and, also, that they 



74 UNION RAILROAD STATION. 

shall provide for a street on the west side of the station. The public cost 
of these street improvements will be $620,000 for grading and paving, 
$500,000 or less for land, and $550,000 for damages to property due to 
changes of grade; in all, $1,670,000, the payment of which amount will 
be spread over a number of years. 

It is not proposed to disturb the present legislation in regard to the 
elimination of grade crossings in the District of Columbia. That 
legislation was the result of an agitation carried on in Congress and in 
the District for the past twenty years. Aside from the question of 
the occupation of the Mall, the present laws are well adapted to secure 
all the results necessary to give to the District of Columbia the best 
possible railroad terminals. The acquisition by the Pennsylvania 
Railroad Company of a controlling interest in the Baltimore and Ohio 
Railroad makes it possible at this time to secure such a modification 
of the project of last year as will, when carried out, give a complete, 
adequate, and monumental treatment of the railroad terminals in 
Washington. 

Tie entire cost to the railroads of all the changes that are to be 
made in the District of Columbia for the elimination of grade crossings 
and the construction of improved terminals amounts to $6,761,651 for 
the Baltimore and Potomac Railroad Company, and for the Baltimore 
and Ohio, ?J,599,408, or a total of $12,361,059. 

In addition to this amount the District and the United States is to 
expend on its own property in streets and avenues $1,670,000, thus 
bringing the total sum of money to be spent in the District to more 
than $14,000,000. Of this amount the United States and the District 
of Columbia contribute $1,500,000 to the Baltimore and Ohio, as their 
share in the elimination of grade crossings along that line; and the 
United States pays $1,500,000 toward the elimination of grade cross- 
ings along the line of the Baltimore and Potomac. The railroad relin- 
quishes its occupation of the Mall. There are various smaller items 
in the account, such as the use of lands in Garfield Park, and damages 
to property along the line of the Baltimore and Potomac; but these 
are comparatively small items and do not materially affect the above 
statement. 

There is practical unaninrhy among the people of the District of 
Columbia in favor of a union depot on the Massachusetts avenue site. 
Indeed, the solution of the railroad problem proposed is what the 
District of Columbia has been striving for during the past quarter of 
a century. 



REPORT OF THE COMMISSIONERS OF THE DISTRICT OF 

COLUMBIA. 



Office Commissioneks of the District of Columbia, 

Washington, April 16, 1902. 

Senator: The Commissioners have the honor to submit the follow- 
ing supplemental report to their report of March 27 last on Senate 
bill 2481, Fifty-seventh Congress, first session, relative to the aboli- 
tion of grade crossings in the city. This report has been delayed on 
account of not receiving from the railroad companies a statement of 
the cost of the proposed work and of the value of some of the land 
owned by the Baltimore and Ohio Company which it will be necessary 
to acquire under the bill and which the president of the company 
stated would be sold to the District for street purposes at cost price. 

The estimated cost of the work to the railroad companies under this 
bill has been stated by them to be as follows: 

The parts of the structure to be used by the roads in common are 
estimated to be equally shared, while the parts used solely by one rail- 
road are separated. 

The cost to the Baltimore and Potomac under the present bill is 
estimated at $5,764,800. In addition, they will be required to spend, 
in accordance with existing legislation, $1,464,753. This makes a 
total of $7,239,553, an additional expenditure of $3,584,340 over what, 
under existing legislation, the railroad would be required to expend. 

The present bill requires the Baltimore and Ohio to make an esti- 
mated expenditure of $5,883,550. Existing legislation requires an 
estimated expenditure of $5,599,408, leaving an excess under the pres- 
ent bill of $284,142. 

In the reports of the Commissioners on the acts abolishing grade 
crossings, passed in 1901, in the discussion as to the cost, a dis- 
tinction was made as to what was considered in the light of better- 
ments and the work due to the abolition of grade crossings. The 
former was supposed to be paid entirely by the railroad companies 
and the other to be shared with the District of Columbia and the 
United States. In that way the sum to be paid the Baltimore and 

75 



76 UNION EAILEOAD STATION. 

Ohio ($1,500,000) was approximated. It is difficult, if not impossible, 
under the present bill to make these distinctions, as the line between 
betterments and necessary changes is hard to determine, and in con- 
structions used by both companies it might seem betterments to one 
and changes necessary to the abolition of grade crossings to the other. 
Moreover, the railroads claim that the present bill gives them no bet- 
terments. In the case of the Baltimore and Ohio the claim is made 
that the greater part of their business is freight and that the proposed 
location of their freight depot is greatly to their disadvantage. They, 
of course, obtain the advantage of a southern connection, for which, 
however, they pay half the cost of the tunnel. 

The most practical way to discuss the division of cost would seem to 
be to take the total cost to the railroads of the work which they have 
to do and the total cost to the District and the United States conse- 
quent upon these changes. 

The details of the figures submitted by the companies are on file in 
the office of the Commissioners. These estimates are liberal and higher 
than those made for similar work in 1901. The reasons given for the 
change are increased cost of doing the work, due to advance in prices 
and uncertainty of the character of the excavations, which will have to 
be carried to greater depths. 

In the case of the Baltimore and Potomac the extra estimated cost 
is nearly $3,600,000, and the bill provides that the company is to 
receive from the United States $1,500,000 for vacating the Mall. 

In the case of the Baltimore and Ohio the total estimated cost is 
$250,000, or $300,000 greater than that of last year. This is due to 
sharing the cost of the tunnel, estimated at $824,525. Outside of the 
tunnel the cost is less on account of the lessened length of viaduct and 
because a part of the expense is to be shared by the Baltimore and 
Potomac. 

The cost to the United States and the District of Columbia is esti- 
mated as follows: 

To be paid by the United States to the Baltimore and Potomac for vacat- 
ing the Mall $1,500,000 

To be shared by the United States and the District, to be paid the Balti- 
more and Ohio under existing legislation 1, 500, 000 

Cost of grading and paving 500, 000 

Cost of real estate to be purchased 500,000 

Damages to property due to change of grade 600, 000 

The last item is, of course, very uncertain, as it is very difficult to 
estimate accurately what damages will be given by the courts. In 
addition to the above, existing legislation requires — 

An expenditure in South Washington, estimated in previous reports as ... $120,000 
For grad Lng and paving and for damages to property 50, 000 

170, 000 



UNION RAILROAD STATION. 77 

This is $80,000 less than what is estimated in this section under 
existing legislation, as work in connection with the main tracks leading 
into the Mall will not be necessary. 

The total cost of the changes is estimated as follows: 

Work done by the railroad companies $13, 073, 103 

Work done by the District, with damages to the property. 1, 770, 000 

Making a total of 14,843,103 

This would be apportioned as follows: 

Railroad companies $10, 073, 103 

United States and District of Columbia 4,770,000 

(Of which the District pays $1,635,000.) 

While the figures presented by the railroad companies are liberal, it 
is considered that they will spend at least the amounts named, as the 
estimate is $4,000,000 for a union station and foundations, and it is 
probable that the actual cost will exceed this. 

In the discussion of the public space in the way of closed streets 
granted the railroads, it is difficult to make a distinction between that 
allowed the Baltimore and Ohio and that allowed the Baltimore and 
Potomac, as they willoccup} 7 so much of it in common. In general, 
it ma} 7 be said that the Baltimore and Ohio receives less public land in 
the way of streets closed under the present bill than it does under 
existing legislation, while the Baltimore and Potomac receives more, 
leaving out the evacuation of the Mall, which is separately considered. 

The total amount of streets closed is somewhat greater under the 
bill than under existing legislation. This increased occupation is, 
however, mostly in the way of a further closing of streets already 
closed, and as in all cases the abutting property on the closed streets 
will have to be bought by the railroad, and as free communication 
is to be maintained, there will be little damage to the public, and the 
expense of keeping up the streets will be saved. Many of the streets 
to be evacuated by the companies are, on the contrary, quite impor- 
tant, being long lengths of streets, such as First street NE. and the 
right of wa} r of the Baltimore and Ohio between Delaware avenue and 
Winthrop Heights. It is therefore considered that, as far as land is 
concerned, the equities have been maintained. 

The abolition of grade crossings in the District of Columbia has 
been agitated for a number of years, and it was only last year that acts 
were passed providing for the work. These acts are presumed to 
have preserved the equities between the United States and the Dis- 
trict on the one hand and the railroads on the other. 

The changes directed in the present bill are mainly the vacation of 
the Mall and the building of a large union station north of Massachu- 
setts avenue. It is considered that the vacation of the Mall is worth 
to the United States the million and a half asked for it, and the Balti- 



78 UNION RAILROAD STATION. 

more and Potomac spends nearly 14,000,000 additional. The cost of 
the work done by the Baltimore and Ohio, according to the present 
bill, does not greatly exceed that directed by existing legislation, and 
if the southern connection is left out it is less than that. On the other 
hand, the railroad company does not seek this change, and claims that 
it will be at a considerable disadvantage in handling its freight busi- 
ness, and also at a considerable increased expense in handling the 
passenger business, due to the extra terminal charges. 

The District of Columbia pays for these changes a sum which should 
not exceed $2,000,000 and which will probably be considerably less. 

The Commissioners are of the opinion that it is for the best interests 
of the District that this bill should become a law. 
Very respectfully yours, 

Henry B. F. Macfarland, 
John W. Ross, 
John Biddle, 
Commissioners of the District of Columbia, 

Hon. James McMillan, 

Chairman Committee on the District of Columbia, Senate, 



HEARING AS TO PROPOSED TUNNEL UNDER CAPITOL HILL. 



Senate Committee on District of Columbia, 

Washington, D. C, March 18, 1902. 

Present: Senators McMillan (chairman), Hansbrough, Dillingham, 
Wellington, Heitfeld, Martin, Clark, of Montana, Foster, of Washing- 
ton, and Foster, of Louisiana. 

The Chairman. The purpose of the present meeting of the com- 
mittee is to ascertain whether or not this proposed tunnel would in 
any way affect the Library building, so 1 have asked the engineer 
officer of the District, Colonel Biddle, and Mr. Brown, the chief 
engineer of the Pennsylvania Railroad, and Mr. Green, who built the 
Library building and knows all about it, and who is in charge of it 
now, to be present to-day and answer any questions that the commit- 
tee would like to ask them concerning the tunnel. 

Mr. Brown will give us some facts in relation to it that may be of 
interest. As I understand, this tunnel is to be from 50 to 60 feet 
below the surface of the ground, and the character of the ground is 
such as to render it impossible for any vibration to take place. 

Senator Foster, of Washington. I would like to inquire if they 
haye made their borings, and what the material is % 

Mr. Brown. We have not made any borings at all. 

Senator Foster, of Washington. There is rock all around there, is 
there not? 

Mr. Brown. We have always been expecting to strike rock there. 

Senator Clark. How deep did they dig in making the excavation 
for the Library ? 

Mr. Brown. I do not know as to that. 

The Chairman. Mr. Green will tell us all about the Library. 

Senator Martin. Mr. Chairman, 1 think we had better ask Mr. 
Green to make his statement first. 

STATEMENT OF BERNARD R. GREEN. 

Senator Clark. I would like to ask if in the excavation for the 
Library building they went below the natural surface. 

Mr. Green. The depth below the surface of the ground would of 
course be a little greater than below the grade of the street just in 
front; that is somewhat lower. Perhaps that is what you would like 
to know— how far the foundation of the Library is below the grade of 
the street. It is not more than 9 feet. 

79 



80 UNION RAILROAD STATION. 

Senator Clark. What did they have for a base there, sand or rock? 

Senator Foster, of Washington. It was concrete. 

Mr. Green. It was a natural bed foundation; it is a sandy clay and 
very uniform, with certain alluvium, but no rock. 

Senator Clark. Have you ever had any boring done, or do you 
know of any borings having been made to determine the underlying 
formation between the Capitol building and the Library building ? 

Mr. Green. No, sir; we never made any. The character of the 
ground developed by the foundation of this building at the time and 
also of that one (these were deeper than those) indicates that there 
must be a considerable depth of alluvium and that the rock must be a 
considerable distance down. I should judge it would not be found 
under 30 or 40 feet, and I believe it will be found, if examinations 
are made, to come a way below the proposed tunnel grade or railroad 
grade. This is an alluvium hill on which these buildings stand. 

Senator Clark. But there was no alluvium or rock exposed any- 
where that would enable you to form a conclusion of that kind? 

Mr. Green. None that I have ever heard of, and I am pretty famil- 
iar with the hill. The District engineer can probably give you a better 
opinion on that subject because he made the excavations for sewers 
and other underground work all about the hill. 

The Chairman. There is a big sewer that runs up in front of the 
Capitol here? 

Senator Heitfeld. That is west? 

Mr. Green. Yes. Now this much may be said, that no rock appears 
about the hill anywhere near its base. I believe the Engineer Com- 
missioner will corroborate that, and that all along Pennsylvania avenue, 
which is the lowest part of the city, the rock is known to be not less 
than 30 or 40 feet deep, and probably 60 feet in many places; where 
the foundations of the Post-Office Building are, near Twelfth street, 
for instance. 

Senator Heitfeld. That would be on the river bottom, virtually. 
That may not be the condition on the hill. 

Mr. Green. Yes, sir; that appears to be the condition all around, 
and we know the existing condition of the Pennsylvania avenue tunnel 
above the navy-yard. There is quite an excavation through that 
portion of the hill. I do not think there is any rock there at all. 

Senator Martin. You have given consideration to this special sub- 
ject, have you not, as to this tunnel and what its effect would be upon 
the Library building? 

Mr. Green. Yes, sir; I have. 

Senator Martin. Are you satisfied that it would have no injurious 
effects, or what is your conclusion as to that? We would be glad to 
have your views in full. 

no danger to the library. 

Mr. Green. My view is that putting this two-track tunnel through 
the hill at the proposed depth, which 1 understand is about 56 feet to 
the bottom of the tunnel below the present surface of the ground, and 
running trains through it, would not endanger the Library building 
or its approaches at all, and especially if in boring the tunnel, or 
in building it, the proper precautions were taken for guarding against 
the settlement of the earth overhead as the work progresses, which 
precautions are entirely within the power and resources of the engi- 



UNION RAILROAD STATION. 81 

neers and contractors to exercise. I think there would be no settle- 
ment and no injuiy, therefore, to the Library foundations. 

Senator Clark, Suppose, in excavating that tunnel, there should be 
any mistake made about protecting or supporting it and a cave should 
take place there, is the nature of that ground such as it would cause 
a run of the earth to go down and injure the foundation? 

Mr. Green. No sir; the angle on which a sliding would occur in 
that ground would be very steep. The ground is quite firm and there 
is no difficulty in making an excavation of ten or even fifteen feet on 
a vertical cut without sliding. 

Senator Clark. You do not know whether this clay on which the 
foundation of the Library building was constructed extends to any 
very great depth, do you? 

Mr. Green. Well, there may be a bluish clay farther down; we do 
not know about that, but there is no reason to apprehend that the 
character of the clay, or of the alluvium, whatever it is, is different 
in that respect from that on the surface; that is, it would stand at a very 
steep slope. 

Senator Clark. Are there any gravel or pebbles mixed at the depth 
of 5 feet that you found ? 

Mr. Green. No, sir; for 2 or 3 feet we find sometimes a stratum of 
that kind mixed with the clay. If there was any height or considerable 
depth of a stratum of that kind the sliding might be on a flatter slope, 
of course, but it is not probable that this stratum would be of any great 
thickness, not more than a very few feet. So that the angle of a sink- 
age — even a sinkage all over a tunnel — caused by the excavations you 
refer to would spread but slightly on the surface. 

Senator Clark. Are there any deposits of quicksand in this hill 
that you know of ? 

Mr. Green. I do not know of any. 

Senator Clark. Is there any sand at all, or homogeneous bodies of 
sand? 

Mr. Green. They are likely to be scattered through the clayey 
strata, but not continuing clear through the hill, I think. That is, the 
indications in the ground are of that general character everywhere. 

Senator Hansbrough. How far below the bottom of the Library 
foundation would the bottom of this tunnel be ? 

Mr. Green. It would be about 47 feet. It is projected to be 56 
feet below the street, and the foundation of the Library is about 9 feet 
below the street — the bottom of the footings. 

NO VIBRATIONS. 

The Chairman. You do not think that in a tunnel of that depth the 
running of fast trains on a level would make any vibrations that would 
be noticed in the Library? 

Mr. Green. I should not expect it; no, sir. 

The Chairman. I understand that in this present tunnel, on Vir- 
ginia avenue, there is no vibration at all. 

Mr. Green. So 1 am informed. 

The Chairman. The Engineer Commissioner of the District has been 
over there and he says there is no vibration at all. How deep is that 
Virginia avenue tunnel? 

Mr. Brown. About 40 feet. 

The Chairman. All the freight trains and passenger trains go 

V R s 6 



82 UNION RAILROAD STATION. 

through that tunnel and yet there is no vibration, and this proposed 
tunnel is intended for nothing but passenger trains, and on the level. 
There is a very heavy grade there. 

Mr. Green. There is another consideration of importance in con- 
nection with the vibrations — that the ground on which the Library 
stands is not exceedingly loaded by the Library. Vibrations can only 
disturb the stability of a structure standing on such a foundation seri- 
ously when the load per unit of bearing surface is great. For instance, 
a feather lying on the ground would not be disturbed, and so, logically, 
in increasing that load within a safe margin of stability, such as we 
have over there, it would take a very considerable vibration, I think, 
to disturb the stability of the building on its present foundations. 

RIFTS OF ROCK NOT DANGEROUS. 

Senator Clark. If it should be discovered that there are rifts of 
rock running through the ground here, and this tunnel should pene- 
trate them, and trains run over these rocks in passing, that would cause 
a vibration, would it not? 

Mr. Green. I think it would not. 

Senator Clark. Do you know what distance from the limit, say the 
upper limit of the rock, vibration will be communicated to the super- 
imposed formation — whether it is sand or clay — probably one or the 
other? 

Mr. Green. The amount of vibration communicated would, of 
course, depend upon the severity of the vibration and its amplitude. 
A very heavy vibration in the rock would, of course, send the results 
through a much thicker covering of earth than if it were lighter, but 
it would seem to me that passenger trains running through a tunnel 
as far from the building as has been stated would hardly be noticeable 
on the surface or in the Library. 

Senator Clark. This tunnel is projected to run under the street, is 
it not? 

Mr. Green. Right under the middle of the street, as I understand 
from the drawings. 

Senator Clark. How far is the Library from the eastern limit of 
the street — how far is it set back? 

Mr. Gkeen. It is about 100 feet back from the eastern side of the 
street. The tunnel is proposed to run under the center of the street, 
so there would be 150 feet from the center of the tunnel to the Library 
walls. 

Senator Heitfeld. How wide will the tunnel be? 

Mr. Green. Twenty-eight feet, the engineer says. 

Senator Heitfeld. He says the street is probably 50 feet. 

Mr. Green. That is the paved portion. 

Senator Heitfeld. I mean the paved portion. 

Mr. Biddle. That would include the parking. 

Senator Martin. The center of the tunnel is the center of the street? 

Mr. Green. Yes, sir. 

Senator Martin. And it is 28 feet wide? 

Mr. Green. Yes, sir. 

Senator Martin. So that 14 feet of tunnel will extend from the cen- 
ter of the street in the direction of the Librar} r ? 

Mr. Green. Yes, sir; about 14 feet would be to the inner wall of 
the tunnel, and there would then be 3 or 4 feet more to the outside of 
the excavation. 



UNION RAILROAD STATION. 83 

WIDTH OF FIRST STREET. 

Mr. Biddle. The street is 110 feet wide. 

Senator Martin. How many feet is it from the eastern limit of the 
tunnel to the foundation of the Library building? 

Mr. Biddle. It would be about 15 feet from the outside of the tun- 
nel to the street line, but Mr. Green says there would be 100 feet more, 
which would make it 115 feet. 

Senator Martin. So it is 115 feet from the outside to the founda- 
tion? 

Mr. Green. No, sir; it would be a little less. It is 150 feet between 
the center and the wall, and if } r ou then subtract the half width of the 
tunnel it would be about 133 feet. 

Senator Martin. It would be about 133 feet from the eastern end 
of the tunnel to the Library building proper? 

Mr. Green. Yes, sir. Of course, there are approaches that extend 
out to the street. 

Senator Martin. I understand that your professional conclusion is 
that there would be no danger of vibration to the Libraiw foundations. 

jlr. Green. Yes, sir. That is my conviction, especially if the 
proper precautions are taken. 

Senator Martin. Of course, I am assuming that all proper precau- 
tions shall be taken, as are required. 

Mr. Green. Of course, in boring such a tunnel in such a place the 
contractors would naturally be expected to use very much more pre- 
caution than they would in excavating through a mountain out in the 
woods where vibrations would be of no consequence. 

NO DOUBT AS TO SAFETY. 

Senator Martin. Are you entirely conclusive in your mind about 
that ? Is there any doubt about it ? 

Mr. Green. None, whatever. 

Senator Martin. Because we would not be justified in taking any 
risk if there is any doubt about it. 

Mr. Green. I am quite sure that the cutting of the tunnel through 
under the front of the Library building, with proper precautions, 
especially at the approaches, which is comparatively a short distance, 
there would not be any danger whatever. 

The Chairman. We propose to put that matter under your super- 
vision to some extent, so that yon will see that everything of that kind 
is done. 

Mr. Green. Conditions could very well be imposed upon the rail- 
road company, or whoever is to construct the tunnel, that the proper 
precautions should be observed. 

Senator Clark. If you were acquainted with that ground below the 
depth of 9 feet — which I believe is where your excavation extends — 
and you should find that there were rifts of rock running through 
there, might that not change your opinion as to the possibility of 
danger ? 

Mr. Green. No, sir: in fact, I think that would be an advantage if 
they were cutting through solid rock and using light blasts. They 
would not use heavy blasts to blow out large pieces to get through in 
a hurry. They would use lighter ones and bore the tunnel through 
the rock with greater security. 



84 UNION RAILROAD STATION. 

Senator Clark. Are you familiar with the conditions in Baltimore 
where a tunnel has been driven through one portion of the city ? 

Mr. Green. Yes, sir. 

Senator Clark. We have a report here that some of the buildings 
in Baltimore were damaged by reason of vibration or settlement. 

Mr. Green. Those settlements occurred in a few places because of 
the treacherous character of the ground through which they had to go. 
They found quicksand through there, and other bad material in places. 
And then I do not know that they took the utmost precautions in con- 
structing the tunnel. The contractors, I think, took the chances and 
thought it probably cheaper to get through the tunnel a little faster 
and pay the damages. 

Senator Clark. Was that tunnel lined with rock? 

Mr. Green. It was lined with brick. 

Senator Clark. Did this damage occur after it was lined with brick, 
or before ? 

Mr. Green I understand that it was during the process of con- 
struction; at the time of the boring. That is when it is most likely 
to occur. If the lining in the tunnel is carefully laid, and the back 
filling is very carefully done as they go along, there ought to be no 
disturbance after that. 

Senator Clark. Is it not possible that they might encounter, in 
driving the tunnel, beds of quicksand? 

Mr. Green. That may be. 

Senator Clark. In that case might there not be some possibility of 
danger? 

Mr. Green. Well, if the ground proves to be so bad as that the 
danger, 1 am sure, could not extend farther back than just to the 
front of the approaches, along the street, where their foundation is. It 
would not disturb the building itself, and if it should injure that, they 
could repair it; but it would not injure the building itself. 

Senator Clark. Is not quicksand sometimes very uncertain; when 
it begins to run will it not run a considerable distance away from the 
place of operation? 

HANDLING QUICKSANDS. 

Mr. Green. Oh, yes, sir; but the means of cutting tunnels nowa- 
days and apparatus for the handling of material and guarding against 
those difficulties are very much increased. The resources of engi- 
neers and contractors for that kind of work have been very greatly 
increased during the last half dozen years. A few years ago it was a 
very difficult operation, and never entirely satisfactorily accomplished. 
The tunnel under the East River at New York was only constructed 
a few hundred feet and then abandoned. At the present time there 
would be no difficulty in putting a tunnel through there without 
interruption. 

Senator Clark. Do you know why the tunnel has been projected so 
near the Library building? However, I suppose the engineers of the 
Pennsylvania Company could give us information as to that. 

Mr. Green. They would know better about that. 

Senator Clark. I will withdraw that question, then, and ask the engi- 
neer of the Pennsylvania Company. 



UNION RAILROAD STATION. 85 

STATEMENT OF WILLIAM H. BROWN, CHIEF ENGINEER OF THE 
PENNSYLVANIA RAILROAD COMPANY. 

Senator Wellington. I would like to ask a question or two, from 
the fact that this matter has been brought to our attention very forci- 
bly. In the first place, as to the trouble with the Pennsylvania tunnel 
at Baltimore, and, secondly, the trouble with the construction of the 
Baltimore Belt Line. I know something about that myself, and that 
has given me some trouble concerning this matter. 

When the Baltimore and Ohio Railroad Company constructed its 
Belt tunnel in Baltimore city, they ran up Howard street a part of the 
wa}^, and when they got up Howard street to the City College — a 
building of some dimensions, of course, but not in any wise as large as 
this; I should say not one-twentieth as heavy or as great as the 
Library building here. When they got that far there was a cave in, 
and it extended from the tunnel, which was run, I think, in the mid- 
dle of the street out beyond the pavements some distance until it 
reached this building, when it completely demolished it, as it were. 
Now, that gives to me the idea that we ought to be very careful in the 
construction of this tunnel. It may be that it can be constructed with- 
out danger, as Mr. Green suggests, but what I would like to know is 
whether Mr. Brown thinks there would be any danger of encounter- 
ing the difficulties that were encountered in the building of the Balti- 
more and Ohio Belt Line tunnel there. 

Mr. Brown. I do not think so. The tunnel that Mr. Green refers 
to in Baltimore, that had the cave in last winter, was built in a 50-foot 
street, to begin with, and it was built. a good many years ago, when they 
did not know as much about tunnels as they do now; and to tell you 
the honest truth, it was a pretty bad job of contracting at the time. 
It was not properly backed and filled; the arch was not made heavy 
enough and there were two houses along there that were damaged some- 
what that we had to buy that were pretty badly damaged. But we 
have a tunnel in Philadelphia on Thirty-second street, where the trains 
go through between Thirty-second street and Walnut up to Market, 
and it is built in a 50-foot street and through the rock. We have not 
had any complaint there of any kind whatever. The Drexel people 
came there and built a great big building right in front of our center 
line in the tunnel. 

Senator Heitfeld. That is, they built it after the tunnel was con- 
structed? 

Mr. Brown. Yes, sir; and they appeared to be satisfied because 
they put an addition to it, and we never heard any complaint about it 
whatever. 

Senator Wellington. The great danger would be that this building 
is already on the ground, and the matter of running the tunnel through- 
taking the same supposition that Senator Clark suggested a moment 
ago — if there should be a recurrence of the same trouble that they had 
in Baltimore, when they ran the tunnel up Howard street, when they 
struck a quicksand — would there be any danger, in your opinion, to 
the Library ? 

Mr. Brown. I do not think so, because they would have to take the 
necessary precautions to shore that up. 

Senator Wellington. Would it not be necessary then, instead of 



86 UNION RAILKOAD STATION. 

building an arch, to have a cube, as it were, as they were forced to 
build there? 

Mr. Brown. They would have to put a protection behind the arch, 
so as to keep the thing clear until they could build the arch. We had 
our grade made low enough under First street to get under the sewer 
and street-car tracks and conduits, and such things as we found there, 
so that we would not interfere with those constructions in any wa} r , 
and we had to make the contractors give heavy bond that they would 
not disturb the condition, and it would be to their own interest, any- 
way, to do this thing in the proper way. The first thing to come down 
on him would be the sewer — if there are sewers there, and there are 
sewers in that street, I understand. 

Senator Wellington. I understand that there are. 

Mr. Brown. And pipe of any kind. I do not think they would 
ever know that there was a train under there after it was built. 

Senator Wellington. I do not see as much trouble after the build- 
ing of it as during the time of the building of it, because I believe 
that those very things that have occurred concerning the cave-in of 
the tunnel at Baltimore would make the companies hereafter very 
much more careful in the construction of future tunnels. 

Mr. Brown. They build tunnels very- differently now from what 
they did in those days. We are arranging to-day to build two tunnels 
under New York City 40 feet underground, right across Manhattan 
Island from East River to North River, under a 60-foot street. This 
street is 110 feet wide. 

Senator Wellington. How near will this tunnel approach to the 
Library building? 

Mr. Brown. The center of it is 150 feet from the nearest portion of 
the Library — from the center of the tunnel. 

Senator Wellington. I thought the distance was much less than 
that. 

Mr. Brown. No, sir; it is 150 feet from the nearest part of it. 

Senator Clark. How deep is that tunnel that you speak of in Phil- 
adelphia below the surface of the ground? 

Mr. Brown. It is so close to the surface that it is unnecessarily 
cramped for head room. It is not over, certainly, 21 or 22 feet from 
the bottom. 

Senator Clark. It was an open excavation to begin with? 

Mr. Brown. Yes, sir; an open excavation and the tunnel was arched 
in and built up again. 

The Chairman. The tunnel that they are building in New York 
under this new law authorizing the commission to go under the streets, 
comes right close to the post-office building. There is an application now 
before the Committee of Commerce, of which I am a member. They 
want to come right close to the post-office building and go 30 feet 
down and strike the corner of the building because they want to handle 
all the post-office matter, so that they would not be nearer than they 
would otherwise care to go. They do not think there would be any 
trouble there. The question came up there whether the vibration 
would affect the courts, and the information to the War Department 
seemed to be that it would not. 

Senator Clark. Have you had considerable experience in this city 
with regard to making excavations of tunnels; and have you studied 
the geological formations here? 



UNION RAILROAD STATION. 87 

Mr. Brown. I have not been engaged in very deep foundations. I 
have done some work along the railroad and made very deep founda- 
tions and there is no rock along there that I know of. 

Senator Clark. This road that we pass over in going to Baltimore, 
how deep is that below the surface of the streets ? 

Mr. Brown. I suppose the deepest place is about 40 feet, but in the 
center of the street it is not more than 30 feet. 

Senator Clark. Would you encounter any solid rock there ? 

Mr. Brown. That I do not know. I do not think so because there 
is no rock along the road that would show. In fact there is no rock 
on this road for several miles away from Washington. 

Senator Clark. I will ask you if it is necessary in order to cheapen 
the construction of this tunnel or to get the proper grades, to build it 
so close to the Library building; can you not just as well build it 
through the park, several hundred feet away? 

Mr. Brown. Well, when this station was located on C street we had 
a line run through the Capitol park about 50 feet inside of the street line, 
but when they moved the station up to Massachusetts avenue it was 
necessary to get our line farther up to accommodate the tracks. 

Senator Clark. Could you not run diagonally, beginning farther 
west to the entrance of the grounds and run diagonally through so as 
to get farther away from the Library building. • 

Mr. Brown. That would make a crooked or curved tunnel. As it 
is now the tunnel would be almost straight; it will be straight from 
the passenger station to B street SE. , and then there will be a slight 
curve around. But the other would make it crooked or curved right 
at the station. 

Senator Clark. Would it make any difference in getting your 
approaches to the tunnel as respects the right of way and matters of 
that kind? 

Mr. Brown. It would make a good bit of difference in the matter of 
right of way because we would have to purchase property for the tun- 
nel. That is about all the difference it would make. Of course it 
could be as easily built at one place as the other. 

Senator Clark. You are familiar with railway building and the 
construction of tunnels, I suppose; you have had a great deal of 
experience in that? 

Mr. Brown. Yes, sir. 

WORKING QUICKSAND. 

Senator Clark. What is your opinion — I believe you answered in 
the question asked you by Senator Wellington — as to whether or not, 
in case quicksand should be encountered, it would be dangerous? If 
you answered that question before, you need not answer it now. 

Mr. Brown. Well, there are two ways of working where there is 
quicksand. In the first place, you should put a tight bulkhead in 
to hold it back. Now, they have a process of freezing with some kind 
of chemical, as was done at a place out in Missouri. There was a very 
bad place there — a sink; I think it went down 90 feet. That same 
party is now before us in New York endeavoring to get his plan 
adopted for the North River tunnel. We have seen enough of his 
method, and also of other people's methods, to know that we can put a 
tunnel under the North River, which is all like mud; it is so light that 
it won't bear the weight of a train. We have to support the tunnel 



88 UNION RAILROAD STATION. 

after we get it built through its bottom in the North River. There 
would be no trouble in handling quicksand in a hill like this. We 
have had a good deal of quicksand in tunnels, but we have always 
managed it. 

Senator Clark. What would be the result if you should encounter 
rifts of rock running through there at a depth above the tunnel that 
would project above the tunnel, so far as vibration is concerned? 

Mr. Brown. We would take the bottom of the tunnel down below the 
subgrade, so that the tracks would lie on the same kind of substrata over 
the rock as it would over clay. It would depend on the ballast entirely. 
We would take out rock enough so as to let us get enough ballast 
below the bottom of the tie and the bottom of the tunnel. We always 
do that. 

Senator Clark. That would break the vibration, would it — the 
material that you would put in there ? You would excavate at a suffi- 
cient depth to put in a cushion, as it were, to break the vibration ? 

Mr. Brown. Yes, sir; that is what it is put there for. Then our 
track could be used especially in a tunnel and on bridges, and we 
would want it a little more extra than we do outside. It is always 
laid with a great deal of care and the joints are fished, so that there 
is any amount of them, and they are not laid with both rails on a tie 
like some English roads are. Some Western roads are also built that 
way — with both joints on a tie where the grade is very light — part two- 
tenths and part only one-tenth per mile, and the balance only 10 to 
11 feet to the mile. 

Senator Clark. Is it intended to line this tunnel with masonry? 

Mr. Brown. Yes, sir; we put it in to prevent falls. 

Senator Clark. How close can you carry your lining from the 
breast of the tunnel when you are building? 

Mr. Brown. How far can we do what? 

Senator Clark. How far can you carry your lining to the breast of 
the tunnel. How near to the breast of the tunnel can you carry your 
masonry work, in other words? 

Mr. Brown. Do you mean to the end of the tunnel? 

Senator Clark. No; while you are building. 

Mr. Brown. Oh, the way we generally do that is to put a drift 
through about where the top, of the tunnel is going to come and keep 
shoring that up until we come to the side, and then put the wall right 
up as soon as they get down to grade. The wall of the tunnel is 
generally finished within a very few weeks after the excavation is 
finished. It follows right up as close as possible. 

Senator Hansbrough. Have you made any borings along the line 
of this proposed tunnel so as to ascertain the character of the proposed 
formation ? 

Mr. Brown. No, sir; we have not. 

Senator Martin. Do you think it is necessary at all to have those 
borings ? 

Mr. Brown. We would probably do that before we entered into the 
contract. 

Senator Martin. That is not to ascertain the safety of it, but simply 
the cost of it, is it not? 

Mr. Brown. That is what we use to ascertain what kind of material 
is to go there, so that the contractor can go about his business. 

Senator Martin. Exactly; but I had supposed you were satisfied 



UNION RAILROAD STATION. 89 

that you would manage any material met with, and that the boring was 
therefore not necessary because of the advances in engineering. You 
know that you can handle an} r material that you may meet with. 

Mr. Brown. Yes, sir. 

Senator Martin. And the boring is purely to ascertain the cost, and 
not the safety? 

Mr. Brown. We did not want to do too much boring on the line of 
this road until we got the line established, because we did not want to 
start any trouble among the real-estate owners, etc. Just as soon as 
the line is finally established, then, of course, we will have an accurate 
survey and make borings and all of those things. 

Senator Hansbrough. That would be after the bill was a law? 

Mr. Brown. Yes, sir. 

Senator Hansbrough. If you should discover anything that was 
difficult to pass through you would be loath to turn around and go 
back? 

The Chairman. There is no difficulty nowadays in that regard. 

Senator Martin. Sand or anything else that they might meet with 
is no barrier now ? 

The Chairman. I know that in Detroit the}' attempted to build a 
tunnel under the river and could not control the quicksand, while now 
they can accomplish it without any trouble at all under modern 
methods, and here there is very little danger of anything of that kind. 

Mr. Brown. 1 do not think there is any danger. I do not think you 
would ever know it was there after it was built. You would not hear 
a train go through — even people who were standing right on top of 
the tunnel. 

Senator Clark. I want to ask another question, Mr. Brown. Are 
you familiar with the construction of the Lake Shore road through 
the city of Toledo, in Ohio? 

Mr. Brown. No, sir. 

NOT A TUNNEL. 

Senator Clark. Mr. Chairman, the reason I ask that question is 
because I see a telegram in the Sun, which reads as follows: 

Toledo, Ohio, March 16. 

The big plant of the Toledo Metal Wheel Company, which employs from 600 to 
800 men, stands along the Lake Shore Railway as it runs through the Auburndale 
suburb. This afternoon just as a west-bound passenger passed the building the 
building collapsed and fell across the track, barely missing the rear coach. Two sec- 
onds earlier and every occupant of that coach would have been killed. 

The loss will be heavy, and while covered by fire insurance this, it is said, will not 
apply. It is supposed by architects that the continual passing of trains caused the 
walls to weaken. This, attorneys say, may involve a new question of responsibility. 

This is, I take it, something similar to the Baltimore matter that 
was suggested. 

Mr. Brown. That was not a tunnel, was it? That was where the 
road ran along the street, I think. 

Senator Clark. It does not say that it was a tunnel but the matter 
of vibration, however, is involved in it. 

Mr. Brown. Well, the vibration would be considerably greater on 
a piece of alluvium ground by a lake shore or river than it would be 
on hard clay or rock bottom. 

The Chairman. That is all pretty much made ground there in Toledo, 
and there are an enormous number of trains passing by there every 
day. 



90 UNION KAILROAD STATION. 

Senator Clark. There is an immense traffic on it, as there would be 
here. 

The Chairman. No; the traffic here is by passenger trains from the 
South; the freight would go as it does now. This is contemplated 
only for passenger trains. 

Senator Heitfeld. Did we not take those large cars off of the Metro- 
politan line on F street in this city on account of the vibrations ? 

The Chairman. That was because of their going around The Rich- 
mond and one or two other places in that vicinity. That relates to the 
surface, of course. Some of the houses are built rather cheaply in 
that neighborhood, and something fell off of one of the mantelpieces 
in one of the houses, I believe? 

Senator Heitfeld. They make considerable noise though. I was 
informed at the time that the objection was on account of the vibra- 
tion that was caused by those cars. 

The Chairman. I understand that in going around the curves there 
considerable objection was occasioned. 

I think that is all the committee desires to ask you, Mr. Brown. 

STATEMENT OF COL. JOHN BIDDLE, ENGINEER COMMISSIONER 
OF THE DISTRICT OF COLUMBIA. 

The Chairman. Colonel Biddle, the Engineer Commissioner, is pres- 
ent, and will be glad to answer any questions that the committee 
desires to ask him. 

Senator Martin. Colonel Biddle, you have thoroughly investigated 
this matter, have you not? 

Mr. Biddle. I have gone over it somewhat. I asked the superin- 
tendent of sewers what he thought about the ground around here. 
We have never bored it ourselves, but ha has constructed a consider- 
able number of sewers in Washington for many years, and he informs 
me that he thinks it is all clay down as far as the river; that he has 
run, as far as sewers are concerned, from P street, and he never dis- 
covered rock south of that. But I do not think it makes the slightest 
difference whether it is clay or rock. I do not think it would affect 
the Library building at all. I really do not think that the building of 
a tunnel of that kind would affect the Libraiy building at all, because 
the angle would only be about forty-five degrees, and that would be 
about 100 feet 

Senator Martin. In your professional judgment it would be abso- 
lutely safe? 

Mr. Biddle. Yes, sir; absolutely safe. 

Senator Martin. And the use of it after it is completed would be 
perfectly safe? 

Mr. Biddle. Yes, sir. 

Senator Martin. Your opinions are absolute — you have no misgiv- 
ings as to the matter? 

Mr. Biddle. No, sir. The underground railway in New York runs 
under the streets of New York, and the Pennsylvania Railroad is right 
close to the houses and there were no misgivings, and I do not antici- 
pate any danger here. 

Senator Clark. Suppose in building we should encounter hard rock, 
rifts of hard rock, one or more we will say, in the blasting operations 
there; would there not be severe vibrations? 



UNION RAILROAD STATION. 91 

Mr. Biddle. Not if they were small joints. They have oeen doing 
that in New York right in the middle of the street without affecting 
the houses. 

Senator Clark. Were there any rifts of rock there? 

Mr. Biddle. Yes, sir; along the streets of New York sometimes 
there is rock. 

Senator Clark. We have heard a great deal about damage in New 
York resulting from blasts in the excavations there that may probably 
be due to an unusual and improper storage of powder; it may have 
resulted from that. 

Mr. Biddle. Of course. * No one can account for those accidents. 

Senator Clark. Might not the same thing occur in the building of 
this tunnel? 

Mr. Biddle. I do not think there is any likelihood of it at all. 

Senator Clark. Can you always throw safeguards around such con- 
struction that would prevent accidents of that kind? 

Mr. Biddle. I think you can. 

Senator Clark. They did not do it in New York. 

NO DANGER TO BE APPREHENDED. 

Mr. Biddle. They were in a great hurry there and were trying to 
put the work through as fast as they could. I do not think that a 
small accident in a tunnel, that would really blow it out at the top 
would do any damage, and that is not likely to occur here. 

Senator Clark. You are familiar with the Library building and the 
delicate work there — the frescoing, mosaic work, and marble work, 
and all that? 

Mr. Biddle. Yes, sir. 

Senator Clark. You, of course, appreciate the consequences if there 
should be anything that would cause a crack in that fine work; the 
enormous damage it would do, and the expense it would involve ? 

Mr. Biddle. I appreciate that, of course, but I do not anticipate any 
results of that kind. 

The Chairman. I think that is all we desire to ask these gentlemen. 
I simply invited them to be present at the meeting to-day to give us 
their views upon this matter, and I think I can say that we are very 
glad that they have come. I had, of course, myself heard Colonel 
Biddle's views, but I did not know as much about it as I do now. 

Senator Clark. I have had a good deal of experience in the con- 
struction of tunnels, and I know that in many instances abutting 
houses have been almost entirely rent in two by the settling of earth 
half a mile away. 

The Chairman. That is probably so, but this is a small tunnel, and 
it is to be handled by the best railroad men in this country. We have 
letters from Mr. Cassatt stating that he can not conceive of the 
slightest danger. They are bound in honor to do the work properly, 
and I think we ought to put in an amendment leaving that matter to 
be superintended by Colonel Biddle and Mr. Green. 

Mr. Biddle. That is already in the bill. 

Senator Clark. Mr. Chairman, I think that in Philadelphia they 
exacted bonds from the contractors to cover any damages that might 
result. If these people are still determined to build, or wish to build, 
and can not change the projected tunnel without material expense or 



92 UNION RAILROAD STATION. 

inconvenience for the route of the cars, can not some safeguard be 
thrown about the Library with regard to its safety by exacting bonds 
that will cover any possible damages that might result? 

RAILROADS NOT ASKING LEGISLATION. 

The Chairman. I do not think you quite understand the position of 
the railroad company. The railroad companies are not asking to do 
this at all. The railroad companies, by bills that were passed at the 
last session of Congress, have been given permission to put up a 
station at the Mall and another station at the Baltimore and Ohio Rat- 
road depot. They are entirely satisfied with those bills and do not 
desire any change made. They think there is some advantage in having 
the two bills; the Pennsylvania Company thinks there is some advan- 
tage in having them near the center of the city. This matter was up 
ten years ago, in regard to getting one station in Washington, and we 
never could bring the two railroad companies to even consider it. Now 
the people of this District have been tiying to get them to consider the 
propriety of having this one station, and we are urging this; they are 
not urging it, and it is not thought that it would be wise to put any 
stumbling-blocks in their way. 

Senator Clark. Is it not customary — and these gentlemen can 
answer as to that — to have bonds executed by contractors under any 
circumstances? 

The Chairman. I suppose the Pennsylvania Company would exact 
the bonds from the contractors, but we simply demand that they shall 
build a proper tunnel — a tunnel that is perfectly safe for traffic, and 
one which will not injure any property. I do not know whether it is 
customary to give bond or not. 

Senator Wellington. I understand from the statement of the engi- 
neer that they would require bonds of the contractors. 

Senator Heitfeld. If the railroad company is entitled to bonds it 
seems to me that the city is. 

The Chairman. Under our bill we give back to the railroad company 
the amount of money which we were going to give them in land, as I 
explained the other day. We do not pay a dollar of that million and 
a half to them until this work is satisfactorily completed. We hold it 
in our hands. 

Senator Clark. I did not understand that feature of it. 

The Chairman. Yes; that we hold in our hands until all of this work 
is satisfactorily completed, and the bill provides that it shall be satis- 
factory, so I think that covers that point. 

Mr. Green. As an illustration of the care that may be exercised by 
contractors in doing difficult work, or working in rock, I will say that 
I know of a number of instances that show how safely a piece of work 
of that character can be done. I was consulted as an engineer some 
years ago when the union station in Georgetown was proposed. It 
was in a kind of rock that was very slippery and sliding, and a parly 
who had a house on the verge of this deep cut, which was about 60 
feet deep, was very apprehensive of the stability of the building, and 
he objected to the. work that was going on there, and kept sonic law- 
yers very busy to save his property. The excavation went on, and 
the work was completed without the slightest crack or injury to his 
property. 



UNION RAILROAD STATION. 93 

In New York, not long since, I was examining the work that was 
going on in the subways that were being constructed and which you 
know are beneath an endless tangle of the water pipes and sewers, and 
everything 3^011 can think of; it was work of the most complex sort. 
I saw the men blasting rock near the water mains that were not more 
than from 1^ to 3 feet apart, mains 2 feet in diameter, between which 
were pieces of rock sticking up. They used little blasts and knocked 
out the pieces of rock without the slightest danger. That shows how 
it can be done safely by exercising the proper care. 

Senator Clark. Mr. Chairman, I do not appear here as an obstructor; 
I want that distinctly understood. I am just as desirous to see this 
improvement go on as an}^one, with proper safeguards. But I con- 
sider the safety of that magnificent building, which has no peer on 
this continent, as paramount to any advantages that may grow out of 
this contemplated improvement, and that is the reason for my asking 
so many questions. 

Mr. Green. I do not want to be understood as advocating this 
scheme for the Government. I happened to have these items in mind, 
and I have given them to the committee. 

The Chairman. Knowing that Mr. Green was. the father of the build- 
ing, and took more interest than any other person who has charge of 
it, I was anxious to have him here, and he has kindly consented to see 
that the tunnel is put in properly and without danger to this building. 

Senator Clark. I think if it were possible to change the route of 
this tunnel without too much cost or inconvenience that it ought to be 
done in order to make sure of this proposition, because unforeseen 
difficulties in enterprises of this kind often arise. 

The Chairman. I do not think there is anything more that the com- 
mittee cares to hear to-day. At the next meeting we will take up the 
report of the engineers. 

The committee thereupon adjourned. 



94 UNION KAILROAD STATION. 



House and Senate reports, Fifty-sixth Congress, second session, on 
Baltimore and Potomac Railroad Company. 



GRADE CROSSINGS OF THE BALTIMORE AND POTOMAC 
RAILROAD COMPANY IN THE DISTRICT OF COLUMBIA. 



December 14, 1900. — Referred to the House Calendar and ordered to be printed. 



Mr. Mudd, from the Committee on the District of Columbia, submitted 

the following 



'*=> 



REPORT. 

[To accompany S. 1929.] 

The Committee on the District of Columbia, to whom was referred 
the bill (S. 1929) to provide for eliminating certain grade crossings on 
the line of the Baltimore and Potomac Railroad Company, in the city 
of Washington, D. O, and requiring said company to depress and 
elevate its tracks, and to enable it to relocate certain parts of its 
railroad thereon, and for other purposes, have given careful considera- 
tion to the measure, and report it back to the House with the recom- 
mendation that it do pass with the following amendments: 

Page 1, line 9, strike out the word " Eighth" and insert in lieu thereof 
the word "Eleventh." 

Page 1, line 11, after the word "for," insert the words "not less 
than," and after the word "two" insert the words "nor more than 
four." 

Page 5, line 18, after the word "the," at the end of the line, add the 
words "time fixed for the." 

Page 9, line 8, insert the word "it" after the word "as" where it 
appears before the word "now." 

Page 11, line 2, strike out the semicolon where it appears after the 
word "public" and insert the word "and." 

Page 11, line 6, strike out the semicolon where it appears after the 
word "passageways" and insert in lieu thereof a period; also at the 
end of said line strike out the word "and." 

Page 11, line 7, strike out the small letter "a" in the word "all" 
and insert a capital "A." 

Page 13, line 10, after the word "Columbia" strike out the period 
and add the following: "and the United States, as hereinbefore pro- 
vided." 



UNION RAILEOAD STATION. 95 

Page 13, line 19, after the word " Columbia," strike out the period 
and insert a semicolon, and add the following: 

Provided, That in every case in which an assessment of the damages or an award 
shall have been returned by the appraisers, the company, upon paying into court the 
amount so assessed or awarded, may enter upon and take possession of the land and 
property covered thereby irrespective of whether exceptions to said assessment or 
award shall be filed or not, and the subsequent proceedings shall not interfere with 
or affect such possession, but shall only affect the amount of the compensation to be 
paid. 

Page 14, line 18, after the word " therefor" and the parenthesis, add 
the words "and its successors." 

Page 14, line 23, strike out the word "Railroad" and insert in lieu 
thereof the word "Railway." 

Page 14, line 24, after the word "Company," add the words "and 
its successors." 

Page 14, line 25, after the word "traffic," add the following : " and 
for its other corporate purposes." 

Page 16, line 2, after the word " Company," add the words "or any 
other party." 

Page 16, lines 20 and 21, strike out the word "reasonable," in line 
20, and also the following: "agreed upon between the companies or." 

Page 16, line 21, strike out the word "street" at the end of the line. 

Page 16, line 22, strike out the word " railroad" and insert in lieu 
thereof the following: "Washington, Alexandria and Mount Vernon 
Railway- Company." Also at the end of the line, after the word "per- 
mitted," insert the words " and required." 

Page 17, line 4, after the word "bridge," insert the following: "and 
no dj^namo furnishing power to this portion of the road shall be in any 
manner connected with the ground." 

These amendments are recommended for the purpose of more clearly 
indicating the view of the committee with reference to the division of 
the costs between the railroad company and the District of Columbia 
and for effectuating the general purposes of the bill. 

The committee have not felt called upon to enter upon any discussion 
as to the removal of the main passenger station of this company to a 
point in the southern section of the city below the Mall. That is an 
old subject-matter which has been thrashed over in the public press 
and in the discussions of Congress in previous sessions. In the judg- 
ment of the committee the business interests of the city, the conven- 
ience of the traveling public, as well as a practically unanimous public 
sentiment, are united in opposition to any such removal. 

An exhaustive and elaborate report was made on this measure in the 
Senate by Mr. McMillan, and it is incorporated and adopted as a part 
of this report. 



96 UNION KAILROAD STATION. 



Senate Report No. 928, Fifty-sixth Congress, first session. 

GRADE CROSSINGS OF THE BALTIMORE AND POTOMAC 
RAILROAD COMPANY IN THE DISTRICT OF COLUMBIA. 



April 10, 1900. — Ordered to be printed. 



Mr. McMillan, from the Committee on the District of Columbia, 
submitted the following 

' REPORT. 

[To accompany S. 1929.] 

The Committee on the District of Columbia, to whom was referred 
the bill (S. 1929) to provide for eliminating certain grade crossings on 
the line of the Baltimore and Potomac Railroad Company, in the city 
of Washington, D. C, and requiring said company to depress and 
elevate its tracks, and to enable it to relocate parts of its railroad 
therein, and for other purposes, report the bill back to the Senate with 
certain amendments and recommend its passage. 

For ten years the subject of eliminating grade crossings along the 
line of the Baltimore and Potomac Railroad and providing enlarged 
terminals has been agitated both in Congress and among the people of 
the District. The rapid increase in the Southern business of the rail- 
roads, the increasing size of the crowds of people who come to Wash- 
ington on special occasions, and the natural growth of the city itself, 
all have combined to make the present terminal facilities of the Balti- 
more and Potomac Railroad inadequate to the point of discomfort of 
passengers and undue expense on the part of shippers. The crossing 
at grade of two great street railway lines and of many much-used 
streets has been the source alwa} r s of delay and apprehension, often of 
loss of life. The press of the city, the representative bodies of citi- 
zens, and the public generally have repeatedly and unanimously called 
for a change in the location of the tracks of this company, and this 
committee has long been working on plans to meet a situation con- 
stantly growing more and more embarrassing. 

There has been no reluctance on the part of the railroad compan}^ to 
meet the desires of Congress and of the people of the District. On 
the contrary, the highest officers of the Pennsylvania Railroad have 
recognized fully the importance and desirability of placing their Wash- 
ington terminals in a condition not only to meet the fast-growing busi- 
ness, but also to make them worthy of the capital city of the tJnited 



UNION RAILROAD STATION. 97 

States. The one great thing that stood in the way of an adjustment 
was the engineering problem. The railroad regarded as a physical 
impossibility an overhead structure and the elevation of its tracks, 
while the District authorities opposed sinking the tracks, or at least 
were not able to work out the change in a way satisfactory to the 
engineers of the railroad. 

THE ENGINEERING PROBLEM. 

After repeated failures to handle the engineering features of the 
plans in such a way as to commend them for presentation to Congress, 
Capt. William M. Black, while Engineer Commissioner of the District, 
devised a plan of combining the depressed and overhead systems, 
according to the topography of the region through which the lines 
passed. This solution immediately commended itself to both the 
people and the railroad, and there is now no difference opinion as to 
the proposed method of eliminating grade crossings along this line. 
Called to the war with Spain, Captain (now Major) 'Black, left his 
plans to be completed by his successor in the Engineer Commissioner- 
ship, Capt. Lansing H. Beach, on whom has devolved the arduous and 
exacting duty of making those adjustments with the railroad engi- 
neers by means of which the bill has been brought to a point as near 
perfection as can reasonably be expected in a measure containing so 
many details, and therefore such a wide range for difference of opinion 
on minor points. The committee have no hesitation in saying that in 
so far as the elimination of grade crossings is concerned no better plan 
will ever be proposed. 

There are several questions not of an engineering nature that have 
demanded care and attention, and in all such matters the civilian mem- 
bers of the Board of Commissioners, Hon. John B. Wight and Hon. 
John W. Ross, have labored earnestly and successfully to make such 
adjustments as were needed to protect the interests of the United 
States and of the District. The officer in charge of public buildings 
and grounds, Col. Theodore A. Bingham, and the officer in charge of 
the Potomac Park improvements, Lieut. Col. Charles J. Allen, acting 
under the direction of Brig. Gen. John M. Wilson (whose knowledge 
of and interest in the District of Columbia have been lifelong), have 
also submitted for the guidance of the committee valuable reports as 
to the use and occupation of the lands committed to their charge. 
While in some instances the committee has been unable to agree with 
these officials, in the main their recommendations have been followed, 
and in all cases their views have had careful consideration. 

GARFIELD PARK. 

After much discussion of the proposition to straighten the lines of 
the railroad by allowing the occupation of a small portion of Garfield 
Park, the committee is of the opinion that such occupation is impera- 
tive in order to prevent the continued loss of life at the so-called Dead 
men's Curve, at the western end of the tunnel under K street SE. 
The improvements contemplated will protect the lives of persons using 
the park, while the additions to the park spaces already made and in 
contemplation will allow the proposed diminution of Garfield Park to 
be made without any real curtailing of the parks in a section that must 

u r s 7 



98 UNION RAILKOAD STATION. 

of necessity be given over largely to business purposes. While such 
use has met with objection from a considerable number of the people 
living in proximity of that park, it has also been favored by property 
owners thereabouts, and the committee is convinced that the proposed 
change will greatly improve the property conditions in that neighbor- 
hood. Such also is the view of the District Commissioners, who have 
given the matter careful consideration. 

THE MALL. 

The continued and enlarged occupation of the Mall is also a subject 
which has received much attention. As the District Commissioners 
point out (p. 12), the location of the railroad within the Mall was 
made by the board of aldermen and the common council of the city of 
Washington on March 23, 1871, which location was confirmed by act 
of Congress approved May 21, 1872. The city has adjusted itself to 
these conditions and to disturb them now would be not only to a prac- 
tical impossibility, but also would be, in the opinion of the committee, 
highly undesirable. By virtue of the proposed changes this occupa- 
tion will be greatly improved so far *as sightliness is concerned, and 
as a result the visitor to the National Capital will not only be landed 
near to the heart of the city, but also his first impressions of the city 
will be of the pleasantest possible character. 

It is proposed to remove the tracks of the railroad from Sixth street 
and to open that thoroughfare to public travel, and, in order to accom- 
modate both the road and the public, to widen B street in front of the 
present station so as to make there a broad plaza. Then a new and 
commodious passenger station is to be constructed in such a man- 
ner as to make the building one of the architectural features of the 
Capital. This station building will cost the company about a million 
and a half of dollars. From the station the tracks are to run on an 
elevated structure in a southerly direction to join the main lines of the 
company on Virginia and Maryland avenues, and provision has been 
made for carrying the proposed new avenue underneath the tracks by 
arches having a combined width of 200 feet, an architectural feature 
that can be made to add beauty to the new thoroughfare. Indeed, so 
far as sightliness is concerned the proposed changes will add greatly 
to the beauty of that portion of the Mall. 

If it were possible to accommodate the public without the road cross- 
ing the Mall the committee would be glad to recommend such a plan. 
When the Mall was laid out the only land travel was by horses, and to 
accommodate this streets were opened across that park. The inven- 
tion of the railroad, both steam and street, has made it quite as neces- 
sary to provide for such travel, and the only thing to be demanded is 
that such crossing shall be made with the least inconvenience and 
unsightliness. The pending measure provides for both of these 
considerations. 

FISH COMMISSION BUILDING. 

The proposed straightening of the lines and the removal of the tracks 
from Sixth street involves the removal of the Fish Commission bui cl- 
ing, and this change the committee proposes that the railroad company 

shall pay Tor, placing the limit at $40,000, which is believed to be a 
greater sum than will )>c necessary. 



UNION RAILROAD STATION. 99 

WATER STREET AND POTOMAC PARK. 

The bill as introduced proposed tracks on Water street and the use 
of a strip of land 500 feet wide across the Potomac Park, between the 
Washington and Virginia channels of the Potomac. The Commission- 
ers recommended that these provisions be stricken out, and in these 
recommendations the committee concur. 

LONG BRIDGE. 

The engineer officers of the Government recommend that there shall 
be but one bridge across the main, or Virginia, channel of the Poto- 
mac, and the railroad people prefer two bridges. So strong is this 
preference on the part of the railroad company that it is willing to 
build the second, or highway, bridge for the sum that the District and 
the Government would be required to pay as their proportionate sum 
for a single bridge — that is to say, the railroad company would pay 
the difference in the cost between one and two bridges. 

This question was taken up at length by the committee. A confer- 
ence was held with Mr. William H. Brown, the chief engineer of the 
Pennsylvania railroad; Lieutenant-Colonel Allen, in charge of the 
Potomac Flats improvements, and Captain Beach, the Engineer Com- 
missioner of the District. After a full consultation the committee 
unhesitatingly report in favor of two bridges, as providing greater 
safety to life and property. The obstruction to navigation caused by 
two bridges is not to be considered, when it is remembered that the 
number of times the draws will be operated will average less than one 
a day. 

The following memoranda in regard to the cost of the bridges is of 
interest and value: 

March 27, 1900. 

Dear Sir: We send }^ou herewith a blue print showing the cross 
section of a combined bridge over the Potomac River, and also a blue 
print of our plan No. 7078, showing the highway bridge built parallel 
with and 260 feet above the proposed new railroad bridge across the 
Potomac River. 

You will notice that the cost of the causeway on the north end of 
the river, across the park, will be the same for either plan, because 
the present wagon road will be entirely covered up by the embank- 
ment that it will be necessary for us to build to carry the railroad. 
We make comparative estimates of the cost of the two plans as follows: 

For parallel bridges 260 feet apart {plan No. 1) . 

Causeway at north end : 

33,900 cubic yards embankment, at 50 cents $16, 950 

11.560 square yards stone paving, at $2 23, 120 

100 linear feet bridge superstructure over outlet lock, at $80 8, 000 

River bridge: 

1,750 linear feet bridge superstructure, 250-foot spans, at $110 192, 500 

400 linear feet bridge superstructure, 200-foot spans, at $90 „ . . 36, 000 

250 linear feet drawbridge, at $200 50, 000 

Machinery for drawbridge 5, 000 

2,400 linear feet I-beams and buckle plates for asphalt floor at $30 72, 000 

8,000 square yards asphalt, at $2.50 20, 000 

5,670 cubic yards masonry in 9 piers, at $12 68, 040 

1,822 cubic yards masonry in 2 abutments, at $12 21, 864 

1,840 cubic yards masonry in draw pier, at $12 22, 080 

1,200 linear feet pile guard through draw, at $20 24, 000 



100 UNION RAILROAD STATION. 

Causeway at south end: 

26, 250 cubic yards embankment, at 50 cents $13, 125 

3,500 square yards paving, at $2 7, 000 

Total 579,679 

For combined railroad avid wagon road bridge {plan No. 2) . 

Causeway at north end: 

33,900 cubic yards embankment, at 50 cents $16, 950 

11,560 square yards stone paving, at $2 23, 120 

100 linear feet bridge superstructure over outlet lock, at $80 ..._... 8, 000 

1,750 linear feet bridge superstructure, 250-foot span, at $110 192, 500 

400 linear feet bridge superstructure, 200-foot span, at $90 36, 000 

250 linear feet drawbridge, at $200 50, 000 

One-half machinery for 4-track draw, at $8, 000 4, 000 

2,400 linear feet I beams and buckle plates for asphalt floor, at $30 72, 000 

8,000 square yards asphalt, at $2.50 '. 20, 000 

9,963 cubic yards masonry in 9 piers, at $12 $119, 556 

3,644 cubic yards masonry in 2 abutments, at $12 43, 728 

4,800 cubic yards masonry in draw pier, at $12 57, 600 

Total cost of combined masonry 220, 884 

One-half of this amount chargeable to road bridge 110, 442 

800 linear feet pile guard for draw, at $20 , 16, 000 

Causeway at south end: 

24,000 cubic yards embankment, at 50 cents 12, 000 

3,500 cubic yards paving, at $2 7, 000 

Total 568,012 

Difference 11,667 

Respectfully submitted. 

Wm. H. Brown, 

Chief Engineer. 
Capt. Lansing S. Beach, 

Engineer Commissioner, Washington, D. C. 

LOCATION OF BRIDGES. 

The question as to whether there should be two bridges across the 
Potomac in place of the present Long Bridge is one which should be 
determined upon the basis of the relative value of the commerce pass- 
ing up and down the river and that passing across it at the point in 
question. The railroad desires to have wagon traffic removed from 
the railroad bridge on the ground that in spite of all precautions runa- 
ways and similar accidents are certain to occur due to proximity of 
trains. Mr. Brown, the engineer of the road, states that at least seven 
people already have been killed on the Long Bridge by such accidents. 

The officer in charge of the river and harbor improvements of this 
District claims that the interests of navigation would be best served by 
one bridge; that one draw would form less obstruction than two, and 
also that there would be less liability of an ice gorge forming with 
one bridge. The only records which have been kept concerning the 
number of times the draw has been swung have been kept by the 
Pennsylvania Railroad Company. They report that during the calen- 
dar year 1899 the draw was opened 6.290 times, the number of vessels 
passing through being 13,130, of which 7,326 were steam vessels, and 
5,804 vessels of other kinds. 

It is believed that almost the entire amount of this commerce is due 
to the handling of scows carrying sand, etc. As far as can be ascer- 



UNION RAILKOAD STATION. 101 

tained the number of masted vessels that entered at Georgetown and 
Washington above the bridge during 1899 was not over 150., so that 
if the bridge were given a greater height it would be very seldom nec- 
essary to operate the draw. 

The largest tug belonging to the port of Washington has the top of 
its pilot house 17 feet above the water, with an ornamental eagle on 
top of the pilot house 2 feet high. A number of tugs come to 'this 
port during the season from Baltimore, and it is believed that they are 
somewhat larger. High tide would diminish the clearance to some 
extent, but it is believed that if the bridge were put at an elevation of 
21 feet above low water the tugs which would be apt to use these 
waters could go under at all ordinary stages without requiring the 
draw to be opened. This would require, of course, that the smoke- 
stacks be hinged — a thing which could be very easily done. 

There is considerable force in the objection that two bridges would 
tend to cause an ice gorge, although the fee in the upper river is badly 
broken up by coming over the Little and Great Falls. Gorges have 
occurred, however, owing to the movement of the tides, and the ice 
between the two bridges would be less apt to move than that at 
other points, and floating ice would be apt to pass underneath and 
lodge, forming a gorge. 

While two bridges placed so close together that a vessel entering 
the line of guide cribs or piles of one draw would enter the guide cribs 
or piles of the other draw therefrom would be less obstruction to navi- 
gation than if the bridges were farther apart, it is believed that if they 
were as close together as this the ice would hold more strongly and 
there would not be room between them to handle a tug so as to break 
up the ice. If they were removed to a distance of about 1,000 feet 
apart there would be room between them for a vessel to run back and 
forth to break up the ice, thus checking any tendency to gorge. 

Owing to the fact that all wagon travel from the south has to cross 
the bridge at present provided at Roachs Run, the wagon bridge could 
be placed as much as 1,000 feet upstream from the railroad bridge 
without really increasing the distance to be traveled by teams, except 
those which start between Roachs Run and the south shore of the 
bridge. 

COSTS. 

It is the general rule that where changes are made to eliminate grade 
crossings one-half the expense shall be paid by the public and one- 
half by the railroad. The bill under consideration proposes an expend- 
iture of not less than $6,000,000, $1,500,000 of which sum is for the 
new station, and therefore would not come into the division of costs. 
Some other items also belong to this category; but the cost of changes 
which in other cities would be subject to division amount to not less 
than $1,000,000. The rule adopted in this case is that the railroad 
company' shall pay ail the costs of changes, both of bridges and of exca- 
vations, within its right of way and that the District and the Govern- 
ment shall be responsible for land damages and for building the 
approaches. The District Commissioners estimate the land damages 
at less than $50,000 and the cost of approaches at $200,000. The 
entire money cost to the public for making these very necessary changes 
will be $250,000. This is exclusive of the bridge, which should be 



102 UNION RAILROAD STATION. 

rebuilt under any circumstances. Adding the cost of the bridge 
($568,000), the entire amount of money expense will be $918,000. 

In addition to this should be added $162,000 for 270,000 square feet 
taken from Garfield Park, at 60 cents a foot, and $910,000 for 364,000 
square feet of Mall (in addition to the portion already occupied), at 
$2.50 a square foot. This would make the entire cost to the public 
$1,890,000, of which, as has been stated, the money cost will be less 
than $1,000,000, the payment of which sum will be extended over five 
or six years. 

REPORT OF THE DISTRICT COMMISSIONERS. 

The details of the proposed changes have been set forth fully in the 
report of the District Commissioners, printed herewith. Other reports 
and documents helpful in obtaining a clear idea of the subject are 
given below. # 

CONCLUSION. 

In conclusion, the committee would state its entire confidence that 
the legislation proposed in the bill as amended is as satisfactory as can 
be hoped for. There has been the most complete cooperation between 
the Commissioners of the District and the officials of the railroad. 

The railroad company has been willing and anxious to revise and 
improve its terminals and to enlarge its facilities for doing business. 
It has met the Commissioners and the committee halfway in all the 
negotiations, and as a result there is no opposition to the general theory 
of the bill, nor are there any considerable number of persons — indeed, 
the committee knows of no single individual — who would prefer to 
have no change rather than to have the present measure passed. There 
has been a remarkable unanimity among the people of the District in 
favor of the bill, and it is safe to say that should it become a law it will 
prove a satisfactory and permanent solution of the grade-crossing prob- 
lem along the lines of the Baltimore and Potomac Railroad Company. 



UNION RAILROAD STATION. 103 



REPORT OF COMMISSIONERS OF THE DISTRICT OF COLUMBIA. 



Office Commissioners of the District of Columbia, 

Washington, February #, 1900. 
Senator: The Commissioners have the honor to submit the follow- 
ing on S. 1929, Fifty-sixth Congress, first session, to eliminate grade 
crossings on the Baltimore and Potomac Railroad in the city of Wash- 
ington, and for other purposes, referred to them by your committee 
for report: 

PRESENT CONDITIONS. 

At present the tracks of the Baltimore and Potomac Railroad enter 
tne city at the foot of Pennsylvania avenue SE. , pass along the Ana- 
costia River front to square 1067; thence through squares 1067, 1048, 
and 1021 into Virginia avenue at Eleventh street; thence by tunnel 
along Virginia avenue to Seventh street east; thence in the open 
through K street to Canal street; along Canal street and the south side 
of Garfield Park, by four tracks, crossing square E 642 to Virginia 
avenue just east of Delaware avenue; thence along Virginia avenue to 
its intersection with Maryland avenue, and along Maryland avenue to 
the river. 

The passenger station is situated upon the portion of the Mall known 
as Armory Square and is connected with the main line by a spur, forming 
a "Y." From the east the branch runs up Sixth street from Virginia 
avenue, and from the west the branch continues along from the main 
line on Maryland avenue to Sixth street, thence north to the station. 
The tracks and station on Armory Square occupy 129,000 square feet 
of land. The occupation is authorized by act of Congress approved 
May 21, 1872. The tracks on Sixth street, connecting the station with 
the main line, practically close Sixth street to vehicle traffic. The 
west side of Sixth street is inaccessible to vehicles. 

There is a railroad yard, at grade, adjoining Garfield Park on the 
southwest, into which children playing in the park might easily 
wander. 

With a few unimportant exceptions every street crossing along the 
line of the road within the city limits is at grade, subject to the delays, 
inconveniences, and dangers that notoriously attach to this class of 
crossing. The exceptions referred to are the crossings from Seventh 
to Eleventh streets SE., under which the road passes through a tun- 
nel, and the driveway over the road just northeast of the Fish Com- 
mission building, which is highly objectionable on account of its steep 
approaches and narrowness. 

The present Long Bridge is notoriously unsightly, inadequate, and 
obstructive of the flow of the Potomac. 



104 UNION RAILROAD STATION. 

The freight and passenger terminals of the company are very unsat- 
isfactory. The facilities for handling freight are entirely insufficient, 
which insufficiency has a direct and material bearing upon the price 
of every commodity coming into the city by freight. The passenger 
terminal is too small even for the ordinal y volume of business and 
is utterly inadequate when important events attract unusual crowds to 
the city. A prominent railroad president remarked to the Commis- 
sioners several years ago that Washington was shunned as a conven- 
tion city on account of the inability of the railroads to handle crowds 
here under existing conditions. These conditions have been recog- 
nized by Congress periodically, as, for instance, on inaugural occasions, 
when authority has been given for the temporary construction of addi- 
tional tracks. 

The business of the city has outgrown the railroad facilities, and a 
congested condition has resulted which is a daily cause of loss, incon- 
venience, and danger, both to the railroad company and the public. 

OBJECT OF THE BILL. 

The bill has for its object the correction of these conditions, its prin- 
cipal propositions being: 

(1) To eliminate grade crossings along the line of road within the 
city limits by (a) closing certain crossings; (b) by carrying certain 
streets over the railroad on bridges; (<?) by carrying the railroad over 
certain streets on a viaduct; (d) by changing the route between Eighth 
street SE. and Delaware avenue, passing underground by means of a 
tunnel along the line of Virginia avenue. 

(2) To enlarge the present passenger terminal of the company, 
occupying an additional strip of the Mall 190 feet wide, on the west 
of its present statioD, and to erect on said strip and the present site 
(combined width 310 feet) a modern station building. 

(3) To authorize the company to acquire additional property for 
freight and yard purposes. 

(!) To reconstruct the Long Bridge and to construct in addition 
thereto a new and separate bridge for vehicles and pedestrians. 

CROSSINGS TO BE. CLOSED. 

The bill proposes to close the following crossings to street traffic: 
F street SW., at Virginia avenue; E street SW., at Virginia avenue; 
D street SW., between Four-and-a-half and Sixth streets; C street 
SW., between Sixth and Seventh streets. 

These crossings strike the railroad diagonally at an awkward angle. 
It is proposed to provide convenient crossings within a square or less 
of each of the points named. An examination of the map will show 
what a great length of tunnel would be necessary to carry these streets 
under the railroad viaduct, owing to the angle at which they intersect. 
On account of the position of adjacent streets practically no interrup- 
tion of street travel will result from closing the crossings. 

The bill also proposes to vacate to the uses of the railroad portions 
of streets as follows: 

Canal street between South Capitol street and New Jersey avenue. 
This space is now completely occupied by railway tracks, as before 
stated. It is bounded on the north by Garfield Park and on the south 



UNION RAILROAD STATION. 105 

by squares 695, W. 695, and NW. 695. Squares 695 and W. 695 are 
owned by the company, having been acquired under authority of act 
of Congress approved January 19, 1891. They are, together with 
square NW. 695, fully occupied by railroad yards, roundhouses, etc. 
Under existing conditions the street is inaccessible to vehicles, so that 
its abandonment will not result in any abridgment of street travel. 

G and H streets SE. between South Capitol street and New Jersey 
avenue. G street is between square NW. 695 and the main line of 
the road in Canal street; H street is between squares NW. 695, W. 695, 
and 695, all of which are owned and occupied as stated in the preced- 
ing paragraph. These portions of G and H streets are now closed on 
the east by the tracks in Canal street, so that no through travel passes 
over them, and the abutting property on each side is controlled by the 
company. No abridgment of street travel would result from their 
being closed. 

Virginia avenue, south side, between Second street and Four-and-a- 
half street SW. This portion of Virginia avenue is bounded on the 
north by the main tracks of the railroad and on the south by squares 
537 and square north of 583, both of which are owned by the company; 
at present they are vacant, although in all probability sidings will be 
eventually run in. The street space on the north side of the avenue, 
within the limits named, is ample to care for all street traffic and can 
be reached without inconvenience. 

Virginia avenue, north side, between Four-and-a-half and Seventh 
streets. This portion of the avenue is bounded on the south by the 
main tracks of the company and on the north b} T squares 193 and south 
of 163 and a small triangular reservation. The bill carries authority 
to acquire these squares by purchase or condemnation. The west half 
of 493 is now occupied by the company for freight purposes; the east 
part of square S. 463 is occupied by the Adams Express Company; 
sidings run into each of them. The street space on the south side of 
the avenue within the limits named is ample to care for all street 
traffic and can be reached without inconvenience. The holdings of the 
company in square 493 were acquired under act of Congress approved 
January 19, 1891. 

Maryland avenue, south side, between Ninth and Tenth streets. 
This portion of the avenue is bounded on the north by the main tracks 
of the company, and on the south by square 386. This square, which 
is owned by the compan}^ is occupied as a freight station. It was 
acquired under authority of act of Congress approved January 19, 
1891. Sidings now cross the street and run into the square. The 
street space on the north side of the avenue within the limits named is 
ample to care for all traffic and can be reached without inconvenience. 

Maryland avenue between Twelfth and Fourteenth streets, Thir- 
teenth and Thirteen -and-a-half streets between D and Water streets 
SW., and E street SW. between Twelfth and Water streets. These 
spaces are bounded by squares 267, 268, 298, SE. 267, 269, 270, 299, 
and 300. Squares 267, 268, and 298 are owned and occupied by the 
company; squares 269 and 300 are held by the Southern Kail way; 
square 299 is owned partly by the Southern Railway and partly by 
private parties. This section is at the north end of the Long Bridge, 
where the railroad enters the city from the south. The squares and 
portions of the streets named are now largely occupied by the tracks 
and sidings of the associated lines. The streets are practically closed 
to traffic, except such as is incident to the handling of freight. 



106 



UNION RAILROAD STATION. 



STREETS CARRIED OVER THE RAILROAD. 

The following-named streets will be carried over the railroad on 
bridges, the depression of track, elevation of bridge, and grade and 
length of approach being given below: 





Depres- 
sion of 
track. 


Eleva- 
tion of 
bridge. 


Grade and length of approach. 


Street. 


North. 


South. 




Per 
cent. 


Length. 


Per 
cent. 


Length. 


6th, SE 


Feet. 
14.8 
20 
22 
22 
20.3 
10 
2 

14.2 
20 
20 


Feet. 
5.2 


1.4 


Feet. 
220 


5.5 


Feet. 
240 


5th, SE 




4th, SE 












3d, SE .... 












2d,SE 












New Jersey avenue 


10 
18 
5.8 


3 

7.5 
3.4 


200 
175 
280 


3 

6.4 

2.5 


410 


9th, SW 


250 


10th , SW 


300 


11th, SW 




12th, SW 

























STREETS CARRIED UNDER RAILROAD. 

The following-named streets will be carried under the railroad, the 
elevation of track, depression of street, and grade and length of 
approach being given below: 





Eleva- 
tion of 
track. 


Depres- 
sion of 
street. 


Grade and length of approach. 


Street. 


North. 


South. 




Per 
cent. 


Length. 


Per 
cent. 


Length. 


South Capitol 


Feet. 
13.3 
17.7 
17.7 
16.5 
15 
16.5 
14 

8.6 
15.6 
16.3 
18.4 

5.35 


Feet. 
3.2 


2.6 


Feet. 
130 


1.6 


Feet. 
130 


Delaware avenue 




1st, SW 












2d, SW 












3rd, SW 


1.5 


1.5 


80 


1.5 


80 


4|, SW 




6th, SW 


2.5 
7.9 


0.5 
2.5 


150 

300 


2.2 

2.8 


175 


7th, SW 


300 






B, SW 
























Water 


10.65 





















THE TUNNEL UNDER AND ALONG VIRGINIA AVENUE. 

By taking the road off K and Canal streets SE., and placing it in a 
tunnel along the line of Virginia avenue, it is believed that a great 
improvement will be accomplished. This would not only practically 
abolish grade crossings, but would remove the railroad from view in 
the southeastern section of the city. The road would be invisible 
between New Jersey avenue and Eleventh streets SE., K and Cana 1 
streets would be relieved of railroad tracks east of New Jersey avenue 
and entirely restored to the use of the public, an awkward elbow 
would be taken out of the line and the distance would be shortened. 
From an engineering standpoint the proposed route is incomparably 
better than the existing one. 

Serious objection has been raised to this proposition, however, 
because, it has been stated, it Avill destrov Garfield Park. The area of 



UNION RAILROAD STATION. 107 

the park is 23.98 acres; 6.20 acres would be taken by the railroad 
under the provisions of the bill, leaving- 17.78 acres still available for 
park purposes. The park would not be destroyed by any^ means. By 
far the better and larger portion of it would be preserved, and, owing 
to the removal of the tracks from grade, it would be so protected that 
children could play in it without danger. At present, as before stated, 
he tracks lie along the south edge of the park and at the same grade, 
constituting an exceedingly dangerous condition if children are per- 
mitted to play there without supervision. 

While a portion of the park would be taken, the advantages to the 
public of the proposed change are so many and great that they are 
believed to far outweigh the disadvantages and sufficient to warrant 
an approval of this portion of the bill. 

THE PROPOSED PASSENGER STATION. 

The bill proposes to grant the company a strip of the Mall 190 feet 
wide in addition and to the west of its present holdings. This would 
give the company a strip of the Mall 310 feet wide lying immediately 
west of Sixth street and between B street south and B street north. 
Sixth street would be entirely cleared of railway tracks, provided 
with a modern pavement at the expense of the company, and fully 
restored to the use of the public. B street between Sixth and Seventh 
streets would be widened on the south to a width of 175 feet, and 
Seventh street would be widened on the east to a width of 220 feet. 
On the square fronting this broad plaza an imposing station would be 
erected, within easy reach of the street railway lines, on which pas- 
sengers may reach almost any portion of the District of Columbia for 
the payment of a single fare. The tracks would enter the station 
from the south on an elevated structure. This viaduct would be much 
less obstructive than the surface tracks now existing, and instead of 
the narrow bridge with steep approaches now crossing the tracks in 
the Mall, West Capitol street (so called) would be carried under, at 
grade, through a substantial arch 50 feet wide provided with paved 
roadway and sidewalks. 

The need of a new passenger station is so apparent that argument 
on the subject is believed to be unnecessary. The main question, 
therefore, is : Shall the station be enlarged at the present locality, or 
shall a new one be built elsewhere % 

Th.e only reason for moving the station is the clearance of the Mall. 
To clear the Mall the present station and all tracks leading to it must 
be removed entirely and a new terminal established somewhere in 
South Washington. The new location must be, of necessity, farther 
removed from the heart of the city and situated at a place more incon- 
venient of access to the street railways, where the average cab drive 
would be longer and more expensive, and a longer haul necessar}^ for 
the delivery of mail, baggage, and express. Would the clearance of 
the Mali compensate for these new disadvantages? 

The present station was established under authority of an act 
approved March 23, 1871, by the board of aldermen and common 
council of the city of Washington, at a time when the people were 
supposed to have a voice in the affairs of the District government. 
It is therefore assumed that this location was the choice of the people 
at that time. This action was confirmed by the act of Congress 
approved May 21, 1872, since which time the company has been in 



108 UNION RAILKOAD STATION. 

quiet possession. The advisability of requiring a change of location 
at this time is left to the wisdom of Congress. 

ADDITIONAL PROPERTY FOR FREIGHT AND YARD PURPOSES, ETC. 

In addition to the property hereinbefore referred to, the bill pro- 
poses to authorize the compan}^ to acquire the following: 

The east 340 feet of square 462, squares 463 and S. 463. , These 
squares lie between Virginia avenue, B, Sixth, and Seventh streets 
SW. They are desired for the purpose of clearing Sixth street of 
tracks and for securing a more direct entrance to the proposed station, 
and for other railroad purposes. It is recommended that author^ to 
acquire them be granted. The company should be required to acquire 
all of square 462, and the Commissioners so recommend. 

Square 493. About half of this square is now owned and occupied 
by the company. It is used as a freight station. It is recommended 
that authority be granted to acquire the remainder of the square. 

Squares south of the present main tracks between South Capitol, 
First, and M streets SE. These squares are in a sparsely built-up 
section; the assessed value of the land* ranges from 30 cents a square 
foot down ; the assessed value of the improvements on them all aggre- 
gates less than $40,000. It is recommended that the company be 
authorized to acquire them as proposed by the bill. If such authorit}^ 
is granted, I street SE., between First and South Capitol streets, 
should be closed. Within said limits it would be entirely surrounded 
by railroad property, and no through travel passes oves it on account 
of its being closed by existing tracks in Canal street. 

Property on Water street west of Seventh street S W. , said propert}^ 
to be connected with the main line by tracks in Water street. The 
Commissioners are of the opinion that tracks on the north side of 
Water street would not be close enough to the wharves to permit 
handling goods directly between cars and vessels, and a wagon haul 
from rail to water would thus be necessary. They further believe 
that the establishment of surface tracks along the entire water front 
is something not demanded by the city's commerce at the present time, 
nor is there any prospect of their being required soon. They there- 
fore recommend that this portion of the bill be stricken out. 

A 500-foot strip of land on the southeasterly side of the road between 
the main channel and the Washington channel of the Potomac. The 
Commissioners recommend that this portion of the bill be stricken 
out. 

NEW BRIDGE OVER THE POTOMAC. 

Sections 11 and 12 relate to the construction of new bridges in place 
of the present Long Bridge. The Long Bridge is notoriously inade- 
quate, and a modern bridge for railway and highway traffic is most 
urgently needed. This portion of the bill, however, pertains to the 
W;ii- Department and not to them, and they respectfully suggest a 
reference to the Secretary of War for his views concerning the matter. 

DIVISION OF COSTS. 

According to the bill the cost of the work is to be divided thus: 
The following is to be done at the expense of the company: 



UNION RAILROAD STATION. 109 

K and Canal streets shall be cleared of railway tracks and the streets 
restored to the use of the public. 

All tracks are to be removed from Sixth street, a modern pavement 
laid, and the street restored to the use of the public. 

D street SW. is to be widened 30 feet on the south side, between 
Twelfth and Fourteenth streets. 

West Capitol street, so called, is to be carried under the railroad 
viaduct through an arch, and a pavement and sidewalks provided 
beneath said viaduct. 

The cost of retaining walls, all structures in the right of way of the 
company, air bridges over the railroad, and all crossings under the 
railroad to be borne by the company, so far as the same are within its 
right of way. 

The United States and the District of Columbia are to pay, in equal 
proportion, the following: 

The cost of approaches where streets are carried under or over the 
right of way of the company. 

All damages resulting from change of grade. 

The United States is to pay for removing the Fish Commission 
building. 

The Long Bridge project is not discussed in this report for reasons 
before stated. 

As the Fish Commission building is not under the supervision or 
control of the Commissioners, they also deem it best not to go into the 
question of the cost of its removal, but to respectfully suggest a ref- 
erence of the matter to the authorities having charge of same. 

The provision that all damages to property shall be paid by the Dis- 
trict of Columbia and the United States is objected to by the board of 
trade, who are of the opinion that they should be borne by the railroad 
company. On this point the Commissioners would state that as far as 
they have been able to ascertain, damages of this character have been 
paid generally by the municipalities in similar cases elsewhere, and 
they do not think that harsher terms should be imposed on the com- 
pany here than have been imposed in other cities. As a matter of 
fact, a careful consideration of the features of the plan leads to the 
belief that the expense on this account will not be large, if there is any 
at all. The approaches to the crossing can be so constructed, it is 
believed, as not to produce any injurious effects to the adjacent prop- 
erty, and it is estimated that the amount of damages will not exceed 
$50,000 at the utmost. 

The estimated cost of building the approaches to the company's right of 

way is. . $200, 000 

The amount of damages is estimated to be 50, 000 

The amount of land taken in Garfield Park is 270,000 square feet, valued 

at 60 cents per square foot 162, 000 

The amount of land taken in the Mall in excess of that at present occu- 
pied is 364,000 square feet (not including street spaces) , valued at $2.50 
per square foot 910, 000 

Making the total cost to the Government, excluding the bridge over 
the Potomac and the removal of the Fish Commission building. . 1, 322, 000 
Of this sum there is paid in land „ . „ 1, 072, 000 

The actual mone} T cost being: 

Payable by the District of Columbia -. $125, 000 

Payable by the United States 125, 000 

250,000 

t ' • 



110 UNION RAILROAD STATION. 

In the above statement the portions of streets abandoned to the uses 
of the railroad are not charged against the company for the reason 
that public travel will not be interfered with by such closure, there 
being no traffic over the portions closed except in connection with the 
railroad, and, of course, ample lines of ingress and egress for this pur- 
pose will be provided by the company. It would be an expense to the 
public to keep them open without any corresponding advantage, and it 
is believed that the company should be required to maintain and care 
for them at its own expense. 

ACQUIREMENT OF NECESSARY LAND. 

In cases where the company can not agree with the owners for the 
purchase of any land it is authorized to acquire, it is believed that 
power should be given it, where necessary, to take immediate posses- 
sion of such parcels as may be needed upon filing with the court good 
and sufficient bond to insure the pa} 7 mentof its value when duly deter- 
mined by the proper authorities. If this is not done, condemnation 
proceedings may delay seriously the execution of the work and add 
considerably to the time and difficulty of bringing about the desired 
improvements in the railroad situation. 

SIDINGS INTO ADJACENT PROPERTY. 

It is also recommended that the company be authorized, upon the 
petition of the owner or owners of any lot or lots adjacent to the line 
of its railway, to run branch tracks or sidings into such lot or lots, 
provided, of course, that no grade crossings are created thereby. It 
is believed that this policy would tend to develop the land lying near 
the railway into business property, instead of encouraging its being 
held for residence purposes, thus enhancing rather than depreciating 
its value. 

TEMPORARY TRACKS. 

Section 4 of the bill provides for the laying of temporary tracks in 
Sixth street. It is believed that the section should be of wider scope, 
so as to authorize the laying of temporary tracks along the route wher- 
ever demanded by the work of reconstruction, and it is recommended 
that the section be amended so as to give this very necessary authority, 
the work being subject, of course, to the control of the Commissioners. 

AMENDMENTS. 

In accordance with the suggestions contained in the report, the Com- 
missioners recommend that the bill be amended as follows: 

Strike out section 4 and in lieu thereof substitute the following: 

Sec. 4. That if it should at any time be deemed necessary or advisable in the con- 
struction of the works herein authorized to lay temporary tracks on any street or 
avenue to accommodate the business of the Baltimore and Potomac Railroad Com- 
pany pending the completion of such works, the company may lay such temporary 
tracks, subject to the approval and under the direction of the Commissioners of the 
District of Columbia, and shall remove the same and restore every such street or 
avenue to its former condition, to the satisfaction of said Commissioners, "within 
sixty days after the completion of the works herein authorized. 



UNION RAILROAD STATION. Ill 

Insert the following after line 23 on page 6: " I street southeast, 
between First and South Capitol streets." 

Strike out lines 7, 8, 9, and 10, page 12, and insert in lieu thereof 
the words: wt All of square four hundred and sixty-two." 

Strike out the words "railroad yards," in line 11, page 12, and 
insert in lieu thereof the words " main tracks of the company." 

Strike out all after the word u street," in line 16, page 12, down to 
the word "provided" in line 12, page 13. 

Add the following to section 10 (p. 14): 

And in case the company requiring such land and property wishes to take imme- 
diate possession of the same it may at the time of filing a description of the rights 
and interests intended to be appropriated, as provided in section six hundred and 
fifty of said Revised Statutes, file also with the clerk of the supreme court of the Dis- 
trict of Columbia its bond to the owner or owners of such land and property to be 
appropriated, conditioned for the payment to such owner or owners of the damages 
for the taking thereof when the same shall have been ascertained according to the 
provisions of said sections of the Revised Statutes; and upon the filing of said bond, 
and the approval of the same by a judge of said court, the right of the company to 
enter upon the property to be appropriated shall be complete; and the amount of the 
bond, the sufficiency of the surety or sureties thereon, and the form thereof, shall be 
subject to the approval of one of the judges of the said court, and recovery may be 
had thereon for the amount of damages assessed if the same be not paid or can not 
be made by execution on final judgment in the condemnation proceedings. And it 
shall be lawful for said Baltimore and Potomac Railroad Company to extend and 
construct, from time to time, branch tracks or sidings from the lines of railroad 
authorized by this Act into any lot or lots adjacent to any street or avenue along 
which said lines of railroad are located, upon the application of the owner or owners 
of such lot or lots, to enable such owners to use their property for the purposes of 
coal, wood, or lumber yards, manufactories, warehouses, and other business enter- 
prises: Provided, however, That no grade crossing of any street or avenue within the 
city of Washington shall be thereby created, but such connecting tracks shall be car- 
ried across such street or avenue in such manner as not to obstruct the free use 
thereof; and the plans of such connecting tracks shall in every case be first filed with 
and approved by the Commissioners of the District of Columbia. 

Strike out section 14. 

Insert the following before the word "That" in line 7, page 17 : 

That the property occupied by the Baltimore and Potomac Railroad Company 
under authority of this act, together with the improvements which may be put 
thereon, shall be subject to tax by the District of Columbia the same as other prop- 
erty in the District of Columbia: Provided, 

Change the numbers of sections 15, 16, 17, and 18 to 14, 15, 16, 
and 17, respectively. 

A copy of the bill containing these amendments is inclosed. 
******* 

The question of abolishing grade crossings in the city of Washing- 
ton has been agitated for the past twent}^ years without the accom- 
plishment of material results. After a generation of waiting a meas- 
ure has been framed which, with legislative sanction, bids fair at last 
to give the long-desired relief. If it does not receive such sanction, 
there is a possibility of the citizens having to wait a generation more 
without anything being done. 

The railroad is now recognized, in a certain sense, as the lifeblood 
of a community. The communication of its citizens with the outer 
world and the transaction of its business depend upon it, and the 
prosperity of a city is linked with it. 

Washington being the national capital, the amount of passenger 
traffic to and from it is greater than in other cities of several times its 
population, and the people throughout the country are interested in 



112 UNION RAILROAD STATION. 

the railroad that gives them access to the national capital. The plans, 
therefore, should be considered as national in character and treated in 
a broad-minded manner from that point of view, and such plans should 
be adopted as will serve the people of the nation for years to come, 
and not such as will require another change soon in order to properly 
accommodate travel or allow for the growth of the city. 

Where interests conflict it is believed that the principle of the great- 
est good to the greatest number should be followed, and that individual 
preferences should not be allowed to stand in the way of securing such 
results as are proposed by the measure. 

The conflicting interests have, it is believed, been harmonized as far 
as possible, and it is doubtful if they could be brought in as close 
accord again; and while the bill as recommended is not exactly what 
the Commissioners might prefer nor all that the railroad desires, it is 
believed to be one which will secure the support of as large a number 
of citizens as any other measure which could be framed; and, as the 
main object of avoiding grade crossings would be accomplished, the 
Commissioners recommend that the bill, with the changes suggested, 
be reported favorably. 

Very respectfully, yours, John B. Wight, 

John W. Ross, 
Lansing H. Beach, 
Commissioners of the District of Columbia. 

Hon. James McMillan, 

Chairman Committee on the District of Columbia, Senate. 



UNION RAILROAD STATION. 113 



REPORT OF THE WAR DEPARTMENT ON THE BILL (S. 1929) TO 
PROVIDE FOR ELIMINATING CERTAIN ROAD CROSSINGS ON 
THE BALTIMORE AND POTOMAC RAILROAD. 



Office of the Chief of Engineers, 

United States Army, 
Washington, January 29, 1900. 
Sir: I have the honor to acknowledge the reference to this office of 
a letter, dated the 22d instant, from the Senate Committee on the Dis 
trict of Columbia, inclosing Senate bill No. 1929 — 

to provide for eliminating certain grade crossings on the line of the Baltimore and 
Potomac Railroad Company in the city of Washington, District of Columbia, and 
requiring said company to depress and elevate its tracks, and to enable it to relocate 
parts of its railroad therein, and for other purposes — 

and requesting a report on the bill, so far as it relates to bridges across 
the Potomac River, and the parks under the jurisdiction of the War 
Department. 

The legislation proposed in the bill touches the interests committed 
to the charge of the War Department in the following particulars: 

1. By authorizing the appropriation by the Baltimore and Potomac 
Railroad Company of certain United States reservations in the city of 
Washington. 

2. By authorizing a like appropriation of certain areas in Potomac 
Park. 

3. By authorizing the destruction of the present bridge, known as 
the " Long Bridge," across the Potomac River, and the construction 
of two bridges in lieu thereof. 

Regarding the first proposition attention is respectfully invited to 
the accompanying report, dated the 18th instant, from Col. Theo. A. 
Bingham, the officer in charge of public buildings and grounds, from 
which it will be seen that the area proposed to be taken by the railroad 
company for its own use amounts to 34| acres near the center of the 
city, and that the carrying out of the plans of the company will 
seriously affect the beauty and utility of additional areas. 

I concur in the opinion of Colonel Bingham that this proposition is 
objectionable, and favorable action thereon is not recommended. 

Regarding the second and third propositions, I beg to invite atten- 
tion to the accompanying report of the 25th instant by Lieut. Col. 
Charles J. Allen, Corps of Engineers, the officer in charge of the 
improvement of Potomac River. 

By the second proposition, contained in section 14 of the bill, the 
company is granted the use and occupation of a strip of land 500 feet 
in width and extending entirely across Potomac Park, an area of about 
25 acres. Colonel Allen states that this area would include about 13 
acres upon which the present Government contractor for dredging in 

U K S 8 



114 UNION RAILROAD STATION. 

Potomac River is to deposit dredged material, and also a portion of 
land at present occupied by the Department of Agriculture for experi- 
mental or test purposes. He recommends that the section containing 
this provision be eliminated, in which I concur. 

The third proposition is contained in sections 11 and 12 of the bill, 
the former requiring the removal, by the company, of the present 
" Long Bridge" and the building of a new railroad bridge in lieu 
thereof, and the latter requiring the construction, by the Secretary of 
War, of a new bridge for highway travel above the site of the present 
Long Bridge. Concerning this, Colonel Allen says: 

The existence of two bridges across the Potomac River, as contemplated, would be 
objectionable from every point of view. Such an arrangement would be detrimental 
to navigation. The general line of highway travel should be maintained, and that 
would bring the two bridges close together. There would thus be delay and more 
danger to vessels in passing the two draws. * * * Two rows of piers across the 
stream, in close proximity to each other, would form a greater obstruction than would 
one row. A separation of the two bridges, sufficient to meet the needs of navigation, 
would require that they be distant from each other about 1,000 to 1,200 feet. That 
would not only necessitate a marked deviation from the present line for vehicular 
traffic, but it would also require the traversing of Potomac Park by draft wagons, 
etc., along a line considerably to the westward of the present causeway, and to the 
great detriment of Potomac Park. 

Colonel Allen suggests that — 

the case should be met by the construction of a combined railroad and highway 
bridge structure across the Virginia channel, the highway crossing Potomac Park 
at or about park grade, at a reasonable distance from the railroad track, and con- 
necting with the spans and bridge across the Washington and Virginia channels by 
suitable inclines, the lowest part of the portion of Long Bridge across Virginia 
channel to afford a clear head room of at least 18 feet above mean low tide. * • * * 
For the present causeway across the flats (Potomac Park) a viaduct of steel of 
open work and pleasing design should be substituted, in order to afford carriage 
way through it, and also a clear view through it of the park beyond the viaduct; 
and no greater width of park should be occupied by the viaduct or other portions 
of the bridge, or in connection therewith, than that necessary for the crossing of 
the two parallel tracks at the usual distance apart, as well as for the width of the 
inclines connecting the highway with the bridge, and for the usual stations for 
operating the track. 

I am of the opinion that the construction of two bridges as contem- 
plated by the bill is objectionable, and I concur in Colonel Allen's 
suggestion for the construction of a combined highway and railroad 
structure. 

Colonel Allen submits a proposed substitute for section 11 of the 
bill, embodying his ideas as above expressed, which is commended for 
the favorable consideration of the committee. 

The letter from the committee, with its inclosure, is herewith 
returned. 

Very respectfully, your obedient servant, 

John M. Wilson, 
Brig. Gen., Chief of Engineers, U. 8. A. 
Hon. Elihu Root, 

Secretary of War. 



Office of Public Buildings and Grounds, 

Washington, January 18, 1900. 
General: Replying to indorsement from the office of the Chief of 
Engineers January 13, 1900, calling for report upon Senate bill 1929, 



UNION RAILROAD STATION. 115 

Fifty-sixth Congress, first session, which provides for abolishing cer- 
tain grade crossings on the line of the Baltimore and Potomac Rail- 
road Company in the District of Columbia, I have the honor to report 
<ts follows: 

There are transmitted herewith — 

1. A cop}' of Senate bill 1929, Fifty-sixth Congress, first session. 

2. Copy of lithograph map published by this office in 1894, showing 
United States reservations in the District of Columbia, upon which 
has been indicated in red the route proposed to be followed by the 
Baltimore and Potomac Railroad in entering the city of Washington, 
as set forth in Senate bill 1929, J?if ty-sixth Congress, first session. 

3. Two tracings, showing on a large scale the highly improved parks 
which will be ruined should the proposed bill become law. 

1. Copy of report of the District Commissioners on Senate bill No. 
1702, Fifty-fourth Congress, first session (without illustrations). 

The United States reservations invaded by the proposed bill (S. 1929) 
and the areas included are as follows: 

Square feet. 

No. 4. Armory Park (14 acres) 37, 830 

17. Garfield Park (part) (12 acres) 630 

113. (2 acres) 11, 376 

114 10, 428 

115 8, 075 

116 4, 625 

117 16, 775 

118 14, 414 

119 _. 405 

1 20 4, 032 

121 2,580 

200 10, 098 

287 2,929 

288 11,462 

289 1,520 

197 4, 402 

198 5,029 

199 4,132 

About 34J acres. 

It will be observed that the area of Government property proposed 
to be taken bj- the railroad company for its own use amounts to 34i 
acres in the center of the city. It is proposed to take about 12 acres 
off the area of Garfield Park, and what is left of that park would be 
practically ruined by the proximitw of the railroad, because the pro- 
posed tunnel ends near the eastern extremity of the park, and the entire 
passage of the railroad through the park, together with the proposed 
yards at this point, would make this property very undesirable for the 
purpose of a pleasure ground. 

It is also proposed to take over 11 acres out of the center of the 
" Mall." The " Mall " is a part of that great original reservation set 
aside by President Washington and the original commissioners for the 
establishment of a great and superb boulevard, to extend from the 
Capitol to the Washington Monument, and thence north to the Presi- 
dent's house. This noble plan contemplated such a boulevard as exists 
nowhere else in the world, which was intended to be flanked on the north 
and .south sides by public buildings, and has already been almost irrep- 
arably injured by permitting the Pennsylvania Railroad to run its 
tracks north on Sixth street to its present station. The admission of 
the railroad to the " Mall " is the main cause of the fact that the superb 
possibilities of the public park in the center of the city and south of 



116 UNION RAILROAD STATION. 

the Executive Mansion have never been realized. It is readily per- 
ceived that the presence of locomotives and trains of cars right across 
the middle of an area prevents its use for the purposes of a stately, 
highly improved, fashionable, and famous boulevard. 

Considering that this park was specially reserved in the formation 
of the city by our immortal President Washington, it does seem 
unpatriotic, and even irreverent, that Washington's ideas should not 
be carried out, particularly as no local interests would be seriously 
damaged by keeping this area for the park it was intended to be; and 
the national interests — for this is not merely a town of local interest, 
but one which is the pride of our great nation — will be very much 
improved and advanced in the estimation of the entire country by 
keeping this area free from commercial encroachment. Further argu- 
ment on this point is deemed unnecessary, as a simple inspection of 
the map carries its own argument. 

Garfield Park also is one of the 17 original reservations set aside 
by President Washington and the early commissioners for the orna- 
mentation of the National Capital. This park has been named after a 
President whose tragic death stirred the hearts of the entire world. 

It is, in my humble judgment, the national interests and the inter- 
ests of this city, as the capital of our great nation, and not merely the 
local commercial interests, which should govern the consideration of 
this entire question of railroad terminals within the District. The 
question of abolishing the grade crossings of railroads in the District 
of Columbia is a very serious and important one, and has been very 
ably discussed and solved to the satisfaction at least of those to whom 
the beauty of the national capital is the main question. 

The report by the District Commissioners, made on Senate bill No. 
1702, Fifty-fourth Congress, first session, under date of February 9, 
1897, is, in the minds of unprejudiced readers, conclusive; the whole 
subject of grade crossings in the District is elaborately discussed, and 
the conclusions therein reached are those which will meet the approval 
of the entire country. The report of the Commissioners above men- 
tioned not only elaborates the points which have been made above, 
but discusses a number of other vital points at stake in the settlement 
of this question. The plan therein proposed and called plan No. 5 
is, in my humble judgment, the one which should be adopted. 

I am not aware of the facilities needed hy a railroad for terminals, 
but Washington will always be a residence city, and never a commer- 
cial metropolis; and the location for the Pennsylvania Railroad station 
suggested in plan No. 5 of the District Commissioners (above refer- 
red to) is the logical location, would preserve the historical "Mall," 
permit of the development and completion of Washington's original 
plan, and, so far as convenience of traffic is concerned, would merely 
require the laying of a few rails by the street railways. 

It is earnestly hoped that those who have the decision as to this mat- 
ter will take a broad view of the case, and not permit the beauty of 
our famous city to be irreparably injured. 

Very respectfully, your obedient servant, 

Theo. A. Bingham, 

Colonel, U. S. A., Major, Corps of Engineers, 

Brig. Gen. John M. Wilson, 

Chief of Engineers, U. $, A., Washington, D C. 



UNION RAILROAD STATION. 117 

United States Engineer Office, 
Washington, D. C. , January #5, 1900. 

General: I have the honor to submit the following upon sections 11 
and 12 of Senate bill No. 1929, Fifty-sixth Congress, first session, and 
which Ave re referred to me, by indorsement of the Chief of Engineers 
of the 19th instant, for early expression of my views and recommenda- 
tions regarding the legislation proposed in those sections. 

Section 11 requires the removal by the Baltimore and Potomac Rail- 
road Company of the present Long Bridge across the Potomac River, 
and, in accordance with plans to be approved by the Secretary of War, 
the building by the same company of a new bridge in lieu of and on 
practically the same lines as the present bridge, said new bridge to be 
for railroad purposes only and to be adapted for two or more railway 
tracks, the Long Bridge to be removed and the new bridge to be con- 
structed within four years from the date of the passage of "this act." 

Section 12 provides for the construction, b}^ the Secretary of War, 
within two years after the passage of "this act," across the Potomac 
River, at a point above the site of the present Long Bridge, of a new 
and substantial bridge for highwa}^ travel, of iron or steel, resting upon 
masonry piers and provided with suitable approaches and with a suffi- 
cient draw, all in accordance with plans and specifications prepared 
under his direction and by him approved. 

Long Bridge was originally built by the Washington Bridge Com- 
pany, the act of Congress of February 5, 1808, which authorized its 
construction, also authorizing the collection of tolls. At that time there 
was no causeway, as there is now, between the Washington channel 
and the Virginia, or main, channel. In 1831 the bridge was destroyed 
by a freshet. It was rebuilt under an appropriation for that purpose 
made in 1831. In 1810 the bridge was partly destroyed by a freshet 
and the sudden breaking up of ice. In 1813 it was repaired and again 
opened for travel. Congress, by act of June 21, 1870, authorized the 
Baltimore and Potomac Railroad Company to take possession of and 
extend its tracks across the bridge under certain conditions. The act 
in full is as follows: 

Chap. 142. An act supplementary to an act entitled "An act to authorize the con- 
struction, extension [extension, construction], and use of a lateral branch of the 
Baltimore and Potomac Railroad Company into and within the District of Columbia," 
approved February fifth, eighteen hundred and seventy [sixty-seven]. 

Be it enacted by the Senate and House of Representatives of the United States of America 
in Congress assembled, That the Baltimore and Potomac Railroad Company be, and 
they are hereby, authorized and empowered to extend their lateral branch, author- 
ized by the act to which this is a supplement, and by former supplements to said acts, 
by the way of Maryland avenue, conforming to its grade, to the viaduct over the 
Potomac River, at the city of Washington, known as the Long Bridge, and to extend 
their tracks over said bridge, and connect with any railroads constructed, or that may 
hereafter be constructed, in the State of Virginia/ To effect these purposes the said 
Baltimore and Potomac Railroad Company are hereby authorized and empowered 
to take possession of, hold, change, and use the said bridge, and the draws connected 
therewith, in perpetuity, free of cost: Provided, That the said Baltimore and Potomac 
Railroad Company will maintain in good condition the said bridge for railway and 
ordinary travel; and the bridge shall at all times be and remain a free bridge for 
public use for ordinary travel : And provided farther, That the said Baltimore and 
Potomac Railroad Company shall erect and maintain the drawbridges, so as not to 
impede the free navigation of the Potomac River, in efficient working condition at 
all times; and that, until such time as the needful changes are made to accommodate 
railroad and other traffic, as contemplated by this supplement, it shall be the duty 
of the said Baltimore and Potomac Railroad Company to repair without delay ail 
damages to the present bridge and maintain it without cost to the United States: 



118 UNION RAILROAD STATION. 

Provided, That said railroad company shall give other railroad companies the right 
to pass over said bridge upon such reasonable terms as may be agreed upon, or Congress 
prescribe. 

Sec. 2. And be it further enacted, That if the said Baltimore and Potomac Railroad 
Company shall at any time neglect to keep such bridge in good repair, and free for 
public use for ordinary travel, the Government of the United States may enter into 
possession of the said bridge; and Congress reserves the right to alter or amend this 
law. 

Approved, June 21, 1870. 

The bridge remains to-day the property of the Baltimore and Poto- 
mac Railroad Company by virtue of the act of Congress just quoted. 
By the term bridge is meant the entire structure from the Washington 
shore to the Virginia shore, including the causeway across the flats. 

The reclamation of the flats in the Potomac River in front of Wash- 
ington, generally known as the Potomac Flats, was fully authorized by 
the act of Congress of August 2, 1882, in the following words: 

Improving the Potomac River in the vicinity of Washington with reference to the 
improvement of navigation, the establishment of harbor lines, and the raising of 
the flats, under the direction of the Secretary of War and in accordance with the 
plan and report made in compliance with the river and harbor act approved March 
third, eighteen hundred and eighty-one, and the reports of the Board of Engineers 
made in compliance with the resolution of the Senate of December thirteenth, 
eighteen hundred and eighty-one. * * * 

The project approved by that act for the said reclamation and for 
improvement of the Potomac River at Washington has for its objects 
the improvement of the navigation of the river by widening and deep- 
ening its channels, the reclamation of the flats by depositing on them 
the material dredged from the channels, the freeing of the Washington 
channel, so far as it can be done, of sewage, and the establishment of 
harbor lines beyond which no wharves shall be built. 

To accomplish these objects the channels were to be improved so as 
to have depths of 20 feet at low water. The flats above Long Bridge 
were to be filled in to a height of 3 feet above the flood plane of 1877; 
below Long Bridge the middle longitudinal line of the flats was to 
be filled to the same height, but the fill was to slope thence toward 
each channel so as to have a height of 6 feet above low tide at the 
margins of the fill. In order to purify the water in the Washington 
channel, cut off at its upper end from the Virginia, or main, channel, 
a tidal reservoir or basin was to be established above Long Bridge not 
less than 8 feet deep and provided with inlet and outlet gates of ample 
dimensions, automatically arranged for filling the reservoir on the 
flood tide from the Virginia channel and emptying it into the Wash- 
ington channel to the level of low water at the ebb. An ample system 
of drainage for the reclaimed area was to be provided. 

The project also provided for the rebuilding of Long Bridge at an 
early period during the progress of the improvement, with wide spans 
upon piers offering the least obstruction to the flow of water, and also 
for the interception of all sewage discharged into the Washington 
channel and its conveyance to the James Creek Sewer Canal; but 
neither of these two works was included in the estimated cost of the 
improvement, which was $2,716,365. A revision of this estimate, made 
in 1897, places the cost at $2,953,020. 

A training dike on the Virginia shore was added in 1890. 

The total amount expended on the improvement since August 2, 
1882, is about $2,2 17, 4S0. The result has been an improvement of 
the Washington and Virginia channels so as to afford depths at low 



UNION RAILROAD STATION. 119 

water of about 20 feet and the reclamation of 621 acres, the average 
elevation of the reclaimed area above mean low tide of the Potomac 
being about 10 feet. 

The reclaimed land incloses a tidal reservoir of 111 acres and a 
smaller one of about TJ- acres, the total acreage of the reservoirs and 
of the reclaimed land being about 739i acres. The land thus reclaimed 
is very valuable. A portion of the northeasterly margin of the tidal- 
reservoir beach was set apart by Congress a few years ago for a pub- 
lic bathing beach. The reclaiming of the flats- has disposed of the 
great injury to public health in that part of the city by converting 
what were large areas of submerged and partly submerged flats, cov- 
ered more or less with rank growths of marine vegetation, and which 
collected refuse and sewage, into an area of elevated land capable of 
being turned into one of the finest city parks in the country. 

Congress, by act of March 3, 1897, enacted as follows: 

Be it enacted by the. Senate and House of Representatives of the United States of America 
in Congress assembled, That the entire area formerly known as the Potomac Flats, and 
now being reclaimed, together with the tidal reservoirs, be, and the same are hereby, 
made and declared a public park, under the name of the Potomac Park, and to be 
forever held and used as a park for the recreation and pleasure of the people. 

The reclaimed area (not yet entirely raised to the full height contem- 
plated by the project, and not } T et provided with the inlet gates) has, 
therefore, been for nearly three years a public park set apart for the 
pleasure and recreation of the people. 

The necessit} T for rebuilding Long Bridge with broad spans, so as to 
provide better for the flow of water, has long been recognized, and in 
fact the reclamation of the flats and improvement of the Virginia chan- 
nel have been carried on with the understanding that the bridge would, 
at an early da} T , be reconstructed so as to remove the obstruction to 
the passage of floods resulting from its piers and the slight elevation 
of its bottom chord above low water. 

Long Bridge at present consists of three sections, as follows: 

1. Commencing at the Washington shore is a double-track, two-span, 
plate-girder bridge, having a total length of 162 feet, across the head 
of the Washington channel. It replaces the wooden span of the old 
bridge. This part of the bridge was rebuilt by the Baltimore and 
Potomac Railroad Company in about 1891 and practically as part of a 
plan recommended in 1890. 

The elevation of the base of the railroad rails across this part of the 
bridge is 2QJ feet above mean low tide. The highway at present 
crosses this bridge adjacent to the railroad. 

2. A causeway of earth, between retaining walls of masonry, travers- 
ing the area of the reclaimed flats between the Washington and Virginia 
channels and about 2,000 feet in length, on which is laid a double-track 
railroad line. The elevation of the base of the rails along this cause- 
way varies from 20 to 13 feet above mean low tide. 

3. A bridge across the Virginia channel nearly 2,000 feet in length, 
which is the structure specifically referred to in sections 11 and 12 of 
the pending bill. This portion of Long Bridge consists of a wooden 
Howe truss bridge, reinforced by wooden arch beams. The spans 
number 13, each 135 feet in the clear, and one pivot drawspan 182 
feet in length, affording two openings of about 70 feet in the clear 
each, only one of which is arranged for the passage of vessels. The 
extreme width of this part of the bridge, from out to out of trusses, is 



120 UNION RAILROAD STATION. 

about 40. 4 feet. On the upstream or northwest side is a wagon road about 
19 feet wide, but with no sidewalk; while on the downstream side is the 
single track of the Baltimore and Potomac Railroad, with a clear width 
between trusses of about 13.2 feet. The widths of wagon road and 
track are included in the width of 40.4 feet given above. The bridge 
spans rest upon masonry piers, built of an inferior quality of stone 
and resting upon pile and grillage foundations, the grillage being at 
the level of low tide. In order to protect these foundations from being 
undermined by river currents large quantities of riprap have been 
deposited about them, causing a series of immense mounds of stone 
extending across the river channel. The effect of the piers and riprap 
has been to reduce the natural discharge area of the river at this part 
of Long Bridge about 30 per cent. 

The direction of the bridge is not normal to the present, the pro- 
posed, or even to the original direction of the river current, so that 
the piers, built at right angles to the line of the bridge, are not paral- 
lel to the direction of the current, but are more or less oblique to it, 
and become themselves, to greater or less extent, an obstruction to 
the flow of freshets. A further obstruction is reported to have arisen 
during the freshet of 1889, on account of the water rising to a height 
of about 2i feet above the lowest part of the superstructure, and which 
is only about 10.3 feet above mean low tide. 

Recurring to the proposed new bridge or bridges; the existence of 
two bridges across the Potomac River, as contemplated, would be objec- 
tionable from every point of view. Such an arrangement would be 
detrimental to navigation. The general line of highway travel should 
be maintained, and that would bring the two bridges close together. 
There would thus be delay and more danger to vessels in passing the 
two draws. The two bridges being in close proximity to each other, 
objectionable features of a combined bridge across the Virginia chan- 
nel would not be materially lessened. 

Two rows of piers across the stream, in close proximity to each 
other, would form a greater obstruction than would one row. A sepa- 
ration of the two bridges sufficient to meet the needs of navigation 
would require that they be distant from each other about 1,000 to 1,200 
feet. That would not only necessitate a marked deviation from the 
present line for vehicular traffic, but it would also require the traversing 
of Potomac Park by draft wagons, etc., along a line considerably 
to the westward of the present causeway and to the great detriment of 
Potomac Park. 

The case should be met by the construction of a combined railroad 
and highway bridge structure across the Virginia channel, the high- 
way crossing Potomac Park at or about park grade at a reasonable dis- 
tance from the railroad track and connecting with the spans and bridge 
across the Washington and Virgina channels by suitable inclines, the 
lowest part of the portion of Long Bridge across Virginia channel to 
afford a clear head room of at least 18 feet above mean low tide. 

For the present causeway across the flats (Potomac Park) a viaduct 
of steel of open work and pleasing design should be substituted, in 
order to afford carriageway through it, and also a clear view through 
it of the park beyond the viaduct, and no greater width of park should 
be occupied by the viaduct or other portions of the bridge or in con- 
nection therewith than that necessary for the crossing of the two par- 
allel tracks at the usual distance apart, as well as for the width of 



TTNION RAILROAD STATION. 121 

the inclines connecting the highway with the bridge, and for the usual 
stations for operating the track. 

AMENDMENTS PROPOSED. 

I would respectfully recommend the striking out of section 12 alto- 
gether. And although I am not required to report upon section 14 
of the proposed bill, I beg leave to say that, in order to carry out what 
is herein recommended, it would be necessary to strike out that sec- 
tion which proposes to grant to the said Baltimore and Potomac Rail- 
road Company the right to occupy and use — 

for yard tracks and other corporate purposes, all that certain tract and parcel of land 
(part of a larger tract owned by the United States) , situated in said District of 
Columbia, lying between what is known as the "Washington channel and the Main 
channel of the Potomac Eiver, 500 feet in width, parallel with and contiguous to, 
and on the southeasterly side of, the railroad of said company as now maintained 
and operated: Provided, That the said company shall so locate and construct and 
maintain its tracks, structures, and appurtenances on said parcel of land as at all 
times to afford and furnish ample and adequate passageways, and maintain the same, 
beneath its tracks and other structures at each end of said hereby-granted parcel 
of land, and adjacent to each of said channels, for the use of vehicular and pedestrian 
traffic. 

This section (14), which it is proposed to strike out, provides for 
granting the use and occupation by the company of a strip of land 500 
feet in width and extending entirely across Potomac Park. The area 
would be about 25 acres. It would include about 13 acres upon which 
the present contractor for dredging in Potomac River is to deposit 
dredged material. It would also infringe upon an area of land at pres- 
ent occupied (under revocable permit from the Secretary of War) by 
the Department of Agriculture for experimental or test purposes. 

The following is proposed as a substitute for section 11 of the said 
bill No. 1929: 

Sec 11. That inasmuch as the present Long Bridge, consisting of two spans across 
the Washington channel of the Potomac Eiver, of a causeway across Potomac Park, 
and of a bridge of thirteen spans and a draw across the Virginia channel of the Poto- 
mac River, fails to meet public needs in the following manner: The causeway obstruct- 
ing communication between the upper and lower portions of the park and being, also, 
unsightly ; and the bridge across the Virginia channel being inadequate for present 
and prospective railroad and vehicular traffic, as well as for pedestrians,. and being 
also in a manner obstructive of navigation, and not being capable of alteration to 
meet the demands of the public, the Secretary of War is hereby authorized and 
directed to cause the removal of the said bridge across the Virginia channel and of 
the said causeway across Potomac Park, and the construction at that locality of a 
combined railway and highway bridge of steel, of broad spans, with sufficient draw 
openings, and a draw or draws, to be opened promptly for the passage of vessels, and 
providing for a clear headroom of at least eighteen feet from the plane of mean low 
tide to the lowest part of the superstructure; to provide for sufficient width of carriage 
May and sidewalk and for two or more railway tracks (not exceeding four tracks) ; 
and also to cause the replacing of the said causeway across the said Potomac Park by 
a viaduct of steel, providing for a similar number of railway tracks (not exceeding 
four) ; the plan for both bridge and viaduct to be of pleasing design, and the design 
for the viaduct to admit of free commmiication through it, and also a good view 
through it of Potomac Park. And the Secretary of War is also authorized and directed 
to cause such work to be done as may be needed to the piers or abutments at, and 
the spans across, the said Washington channel, to a proper connection with the said 
viaduct; and to also cause the construction of a paved roadway, with sidewalks, across 
Potomac Park at park grade, or at such grade as he may determine upon, to connect, 
by suitable inclines, with the bridge crossings over the Washington and Virginia chan- 
nels. The plans for the foregoing work to be prepared and the removal and con- 
struction to be done by the Secretary of War. And it is hereby provided that the 
railway tracks shall be running tracks, and that railway cars or engines shall not rest 



122 UNION RAILROAD STATION. 

for any length of time upon the tracks of the said viaduct, bridge, or spans: And pro- 
tided further, That the expense of the removal of the said causeway and bridge and 
of the building of the new bridge across the Virginia channel, of the viaduct, of the 
roadway and inclines, and of the work at the crossing of the said Washington chan- 
nel shall be equally borne by the United States and the said Baltimore and Potomac 
Railroad Company, and that the said railroad company shall have the free use, under 
regulations to be prescribed by the Secretary of War, of the said track throughout 
the distance from Washington, D. C, to the Virginia termination of the bridge, and 
shall operate the draw and light the bridge at its own expense, and shall also keep 
the said bridge, viaduct, and spans in repair at its own expense, all to the entire 
satisfaction of the Secretary of War; the road across Potomac Park herein provided 
for to be maintained and kept in repair by and at the expense of the United States: 
Provided, That other railroad companies shall have the right to cross the said bridge 
upon such terms as may be prescribed by the Secretary of War: And provided further, 
That Long Bridge shall be a free bridge, without tolls or charges whatsoever, for the 
passage, at all times excepting when the draw shall be open for vessels, of vehicles, 
pedestrians, and driven animals. 

Should this proposed section be accepted in lieu of section 11 as 
printed in the bill, more or less modification of other sections in the 
bill would become necessary. 

The bill No. 1929 is herewith respectfully returned with the pro- 
posed change in section 11, and the proposed striking out of sections 
12 and 11 indicated thereon. There is also herewith a sketch of Poto- 
mac Park, showing areas proposed for occupation by the Baltimore 
and Potomac Railroad Company. 

Very respectfully, your , obedient servant, 

Chas. J. Allen, 
Lieutenant- Colonel, Corps of Engineers. 

Brig. Gen. John M. Wilson, 

Chief of Engineers, IT. S. A., Washington, D. C. 



UNION RAILROAD STATION. 



DIVISION OF COSTS OF GRADE CROSSINGS. 

March 12, 1900. 
To the Northeast Washington Citizens'' Association : 

Under date of February 12 last, your committee on railroads sub- 
mitted a report recommending, among other things, that the division 
of costs for the proposed work of elevating the Baltimore and Ohio 
tracks and abolishing grade crossings be left the discretion of Con- 
gress and the District Commissioners. This proposition has been 
acquiesced in by several of our citizens' associations directly interested, 
and is opposed by only a few persons who have no community of 
interest in anything pertaining to the welfare of the whole city, and 
can see no farther than their own immediate neighborhoods. 

Your committee has taken the trouble to inquire into the methods 
followed in other cities relative to the division of costs of abolishing 
grade crossings and submit a few examples, as follows: 

By an ordinance of the city of Philadelphia, Pa., approved March 
5, 1892, the city appropriated $30,000 to abolish grade crossings on the 
Philadelphia and Trenton Railroad at Comly, Longshore, Washing- 
ton, and Union streets. 

By another ordinance, April 10, 1893, the city appropriated $30,000 
to abolish grade crossings on the Philadelphia and Trenton Railroad 
at Cottman street, and on the Princeton and Holmesburg Railroad at 
Hagerman street. 

By another ordinance, February 12, 1897, the city appropriated 
$900,000 to change the grade of streets and to abolish grade crossings 
from Norris street to Butler street on the line of the Philadelphia and 
Trenton Railroad, and released the Pennsylvania Railroad Company, 
lessee of the Philadelphia and Trenton Railroad, from any liability for 
damages on account of this work. 

By another ordinance, March 26, 1897, the city appropriated $25,000 
to abolish grade crossings on the Philadelphia and Trenton Railroad at 
Magee and Vankirk streets. 

By another ordinance of the same date the city appropriated $35,000 
to abolish grade crossings on the Philadelphia and Trenton and Frank- 
ford and Holmesburg railroads at Rhawn street. 

In each of the above cases the mayor was authorized to enter into 
bond on behalf of the city for the payment of any damage accruing 
to property by reason of change of grade or otherwise. 

You will see from the above that the city of Philadelphia by five 
separate ordinances contributed $1,020,000 as its proportion of the cost 
of abolishing grade crossings in that city on the line of one of its 
smaller steam railroads. 

We find that the State of Connecticut has a statute which provides 
that whenever any city or town desires the elimination of grade 
crossings, such city or town shall pay 25 per cent of the costs where 
such crossing antedates the construction of the railroad and 50 per 



124 UNION EAILROAD STATION. 

cent if such crossing has been laid since the construction of the rail- 
road. If a railroad desires to make any such change, it shall pay the 
whole expense thereof. 

By a special act of the Connecticut assembly, the changes made 
necessary for eliminating grade crossings by elevating the tracks and 
constructing two additional main tracks^ etc., on the New York 
division of the Pennsylvania Railroad, the city of Bridgeport was 
required to pay such proportion of the cost as should be determined 
by agreement or by order of the railroad commissioners of the State. 

In the same State the city of New Haven paid one-half of the cost 
of carrying the steam railroad tracks over East Chapel street. 

By special act of the legislature of Massachusetts, providing for a 
change of grades, etc. , on the Providence division of the Pennsylvania 
Railroad in the city of Boston, 55 per cent was paid by the railroad 
company and 45 per cent by the Commonwealth, the city of Boston 
being required to refund the State 30 per cent of the whole cost. 

For similar changes in Brockton, Mass., including new stations, 
yards, tracks, etc. , the railroad company paid 65 per cent, the State 
25 per cent, and Brockton 10 per cent. 

The law of the State of Massachusetts now provides that no matter 
from which side an application is made to abolish grade crossings, 65 
per cent shall be paid by the railroad company, 25 per cent b}^ the 
State, and 10 per cent by the municipality. 

A recent law of the State of New York divides the cost of abolish- 
ing grade crossings as follows: 50 per cent by the railroad company, 
25 per cent by the State, and 25 per cent by the municipality. 

In a letter dated October 16, 1899, Mr. William Jackson, city 
engineer of Boston, states that in a special case involving an expendi- 
ture of $4,000,000 the State and the city of Boston paid 45 percent (of 
which the city assumed 13.5 per cent) and the railroad company paid 
55 per cent. 

In a letter dated October 17, 1899, Mr. G. S. Webster, chief engineer 
of Philadelphia, states that in the construction of the Pennsylvania 
avenue subway whereby 16 grade crossings were abolished, involving 
an expenditure of $3,000,000, the city paid one-half and the Philadel- 
phia and Reading Railway Company paid the other one-half. 

The foregoing are only a few of the cases that have come to the 
knowledge of your committee, and we content ourselves by reciting 
them. We deem it too tedious to go into details of similar cases, such 
as Rochester and other cities in New York, and Pittsburg and other 
cities in Pennsylvania, and especially in the case of the Atchison, 
Topeka and Santa Fe Railroad in St. Louis, Mo., where the conditions 
were nearly identical with ours on the Baltimore and Ohio road. 

We may be asked, "How much did the city of Baltimore, Md., con- 
tribute to the Baltimore and Ohio tunnel under said city ? " To the 
unbiased mind but one answer is necessary, which is that no disad- 
vantage was suffered nor advantage gained by Baltimore in any of the 
conditions or changes, and no equitable reason existed for the city to 
pay towards accomplishing a shorter route and a, saving in time for the 
great benefit of the railroad company. 

In several other cities under circumstances similar to those that 
existed in Baltimore, railroad companies have found it advantageous 
to themselves by shortening routes and .saving time to do the whole 
work at their own expense. 



UNION RAILROAD STATION. 125 

In this city the jeopardy to life and limb will be lessened, the loss 
of valuable time by detentions and obstructions at crossings will be 
abolished, and real property values and revenues therefrom will be 
increased in some cases as much as fourfold, as we have reason to 
think, within a short time; and while we do not wish to put ourselves 
on record as fully indorsing the pa} T ment of $1,500,000 asked by the 
Baltimore and Ohio Railroad Company, we think all fair-minded men 
will agree that the equities of the case demand some consideration, and 
we firmly adhere to our former recommendation that the United States 
Senators and the Representatives in Congress from the cities and dis- 
tricts where such work has been done, and the Commissioners of the 
District of Columbia and practical railroad engineers have ample facili- 
ties for ascertaining the proper division of costs, and we most confi- 
dently leave it to their determination. 

We are pleased to report, further, that the District Commissioners, 
in their report on the bill presented to the Senate Committee on the 
District of Columbia on the 27th ultimo, recommended an amendment 
that F street be not closed, and adopted other of our minor sugges- 
tions. As the case now stands, we are of the opinion that the Com- 
missioners and this association are in perfect accord as far as the bill 
relates to conditions south of Forida avenue. 

W. J. Frizzell, 
Chairman, for Committee on Railroads. 

At a meeting of the Northeast Washington Citizens' Association 
held on March 12, 1900, the above report was unanimously adopted, 
and the committee on proposed legislation was directed to submit 
copies of the same to Congress. 

Evan H. Tucker, President. 



Pennsylvania Railroad Company, General Office, 

Philadelphia, December, 26 1899. 
The Commissioners of the District of Columbia, 

Washington, D. C. 

Gentlemen: In connection with the pending bill (S. 1929), provid- 
ing for the elimination of grade crossings, by requiring the Baltimore 
and Potomac Railroad Compan} T to elevate and depress its tracks and 
make other substantial improvements on its railroad within the Dis- 
trict of Columbia, and the division and apportionment thereby made 
of the cost, expense, and damages incident thereto or resulting there- 
from, 1 beg to submit for your information the following data, showing 
the policy as to division of cost and expense of improvements substan- 
tially similar in character to that contemplated by the pending bill, and 
a comparison wherewith will, it is believed, justify the provisions of 
said bill in that regard: 

Similar work has been done in most of the large cities of this country, 
notably, in New York, Philadelphia, Pittsburg, and Chicago. Since 
the Pennsylvania Railroad Company is so largely interested in the Bal- 
timore and Potomac Railroad Company, both as owner of its stock and 
guarantor of its bonds, both of which represent the cost of said rail- 
road as it now exists, and since that company has carried out similar 
work on its lines elsewhere, reference thereto, as well as to analogous 
work elsewhere by other companies, may appropriately be made. 



126 UNION RAILEOAD STATION. 

New York City. — The New York and Harlem Railroad Company, 
which owns the approaching line to the Grand Central Station at Forty- 
second street, prior to 1872 used the surface of Fourth or Park avenue. 
Under what is called the " Fourth avenue improvement," this railroad 
between the Grand Central Station and the Harlem River was recon- 
structed by depressing the same into covered ways and tunnels, under 
the provisions of chapter 702 of the u Laws of New York of 1872," 
the entire expense thereof being borne equally by the railroad com- 
pany and the city. The improvement resulted not only in the elimina- 
tion of all grade crossings, but gave the railroad two additional tracks. 
This improvement continued as originally constructed until 1896, 
when, under certain revisions of the u Laws of New York," the 
tracks were elevated on a steel viaduct, one-half of the expense (ex- 
cluding the expense of stations) being borne by the city to an amount 
not exceeding one-half of $1,500,000, and an amount not exceeding 
one-half of $100,000, under the amending act of 1891, and the balance 
of the expense being borne by the railroad company. The reason for 
this last improvement was the necessity of elevating the bridge over 
Harlem River, in order to comply with act of Congress, but in order 
to do this it was only to necessary change the grade of the railroad 
as far south as One hundred and twenty-fifth street. The improve- 
ment, however, was continued as far south as One hundred and sixth 
street to meet the demand of the property owners for the elevation 
of the tracks. 

New York State.- — The existing general grade- crossing act of New 
York provides that the expense of abolishing grade crossings is to be 
borne 50 per cent by the railroad company, 25 per cent by the munici- 
pality, and 25 per cent by the State. The provisions of this act, how- 
ever, do not apply to the city of Buffalo, which is specially provided 
for, and under which the various railroad companies whose lines are in 
Buffalo have entered into agreements to eliminate the grade crossings 
in said city. 

Pittsburg. — The main line of the Pennsylvania Railroad approaches 
Pittsburg through the suburbs of Homewood, East Liberty, Shady 
Side, and Lawrenceville, all of which arc included within the limits of 
said city. 

On December 30, 1872, the company entered into an agreement with 
the city of Pittsburg providing for the elimination of certain grade 
crossings by building bridges to provide undergrade and overhead 
crossings therefor, which agreement had legislative sanction. 

The Pennsylvania Railroad Company, under said agreement, assumed 
the responsibility for, and the cost of, doing all the work along its 
right of way, including the erection of all necessary bridges, the 
changes in the grades of the streets and alleys immediately adjoining 
and leading to its stations and property, and the maintenance of all 
abutments and supports of crossings; the city being responsible for, 
and assuming the cost of, changing the grades of the streets leading 
thereto, and the maintenance of the superstructure of the bridges as 
part of the public highways. 

Philadelphia. — In the elevation of the Philadelphia and Trenton 
Railroad a Leased line of the Pennsylvania Railroad Company— which 
was authorized on April 2, L890, under the authority of city ordinance, 
the company entered into an agreement with that city whereby it paid 
all the expense, within the lines of its right of way, of constructing six- 



UNION RAILROAD STATION. 127 

teen undergrade and three overhead bridges. The next work on the 
Philadelphia and Trenton Railroad, which was authorized under ordi- 
nance of February 2, 1897, amended on April 1, 1899, was treated 
more liberally by the city authorities, the latter contributing $750,000 
toward the work of elevating the railroad, constructing its bridges, 
and other work incident thereto, the railroad company dedicating to 
the city, for highway purposes, the bed of the street which it owned 
as its right of way. The city also set aside on account of this work 
$150,000 for the payment of any damages which might be assessed by 
reason of the necessary changes in grade or opening of certain streets. 

Under ordinances of March 15 and 17, 1891, providing for the 
abolishment of grade crossings on the Philadelphia and Reading Rail- 
way, the cost of the work of depressing said railway and providing 
the necessary overhead and undergrade bridges, estimated at $6,000,- 
000, was divided equally between the city and the railroad company, 
the railway company's liability, however, being limited to $3,000,000. 

Chicago. — During the past few years the tracks of the Pittsburg, 
Fort Wayne and Chicago Railway and Pittsburg, Cincinnati, Chicago 
and St. Louis Railway have been elevated under city ordinances, the 
companies paying all the expense, including the cost of approaches 
and property used by the railroads in elevating, changing streets, etc. , 
the city being responsible for all property damages, future viaducts 
to be constructed at city's expense. 

The bill before you contemplates that the railroad company shall 
bear the whole expense of all changes in its railroad within its right 
of way, including the cost of all overhead and undergrade bridges for 
intersecting streets, and that the only expense to the District of 
Columbia is in the expense of the changes in the grades of the streets 
approaching said overhead and undergrade crossings and the damages 
thereby resulting to abutting property owners. 

I am endeavoring to obtain additional accurate data respecting work 
of like character in other localities, which will be promptly communi- 
cated to you. 

Very respectfully, Samuel Rea, 

Fourth Vice-President. 



128 UNION RAILEOAD STATION. 



House and Senate reports, Fifty-sixth Congress, second session, on 
Baltimore and Ohio Railroad Company. 



NEW TERMINALS AND TRACKS FOR THE BALTIMORE AND 
OHIO RAILROAD COMPANY. 



December 17, 1900. — Committed to the Committee of the Whole House on the state 
of the Union and ordered to be printed. 



Mr. Pearre, from the Committee on the District of Columbia, sub- 
mitted the following 

REPORT. 

[To accompany S. 2329.] 

• The Committee on the District of Columbia, to whom was referred 
the bill (S. 2329) to provide for eliminating certain grade crossings of 
the railroads in the District of Columbia, to require and authorize the 
construction of new terminals and tracks for the Baltimore and Ohio 
Railroad Company in the city of Washington, and for other purposes, 
report the bill back to the House and recommend that it do pass with 
the following amendments: 

Page 4, strike out all of section 2 and insert in lieu thereof the fol- 
lowing: 

That said companies be, and each of them is hereby, authorized and empowered 
to locate, construct, maintain, and operate, outside of the city limits and south of T 
street, yard tracks, switches, roundhouses, shops, and other structures necessary or 
proper for the accommodation of locomotives and cars for the conduct of its business 
or for the purposes of a freight yard, and also to locate, build, maintain, and operate, 
beyond the city limits, a branch track or "Y" for the passage of trains directly to 
and fro between the Metropolitan Branch and the Washington Branch without enter- 
ing the city: Provided, That said roundhouses and shops shall be located within said 
"Y" as far eastwardly as in the judgment of the Commissioners of the District of 
Columbia it is practicable. 

Page 7, insert after section 3 a new section, to be known as "section 
4," as follows: 

That the Baltimore and Ohio Railroad Company shall, before taking possession of 
the ground now owned by the United States in square six hundred and eighty-three, 
secure and convey to the United States a tract of ground containing not less than 
twenty-one thousand square feet, which location shall be subject to the approval of 
the< 'ommissioners of the District of Columbia and theSergcant-at-Armsof the United 
Slates Senate, and locate thereon a lire-engine house at a cost of not less than twenty- 



UNION RAILROAD STATION. 129 

four thousand dollars and stables at a cost of not less than fifteen thousand dollars ; 
or, if said company prefers, it may have the said buildings erected by the Commis- 
sioners of the District of Columbia by depositing the amounts stated above with the 
said Commissioners and Sergeant-at- Arms, respectively, and when such buildings have 
been accepted by the District of Columbia and the Sergeant-at-Arms of the Senate, 
respectively, or the amounts necessary for their construction deposited as aforesaid, it 
shall have authority to remove said structures on the ground aforesaid. And the 
Baltimore and Ohio Railroad Company shall have the right to condemn such land 
in the city as is hereinbefore required, and for said purposes the provisions of section 
eleven of this act are hereby made applicable to the provisions of this section. 

Kenurnber the sections, commencing with section 4. 

Page 7, lines 18 and 19, strike out, after the word "within," the fol- 
lowing: "the city limits west of Second street east, and east of North 
Capitol street" and insert in lieu thereof the following: "said Dis- 
trict: Provided, That no such station or depot within the city limits 
shall be located east of Second street east, and west of North Capitol 
street." 

Page 9, line 6, after the word "the" at the end of the line, insert 
"time fixed for the." 

Page 11, line 3, after the word " avenue," insert the following: " also 
extending from the north line of New York avenue to the north line 
of Q street." 

Page 15, line 3, insert, after the word "stock," the following: "not 
to exceed five million dollars fully paid up." 

Page 16, line 21, after the word "Columbia," add the following : 

Provided, That in every case in which an assessment of damages or an award shall 
have been returned by the appraisers, the company, upon paying into court the amount 
so assessed or awarded, may enter upon and take possession of the lands and property 
covered thereby, irrespective of whether exceptions to said assessment or award shall 
be filed or not, and the subsequent proceedings shall not interfere with or affect such 
possession, but shall only affect the amount of the compensation to be paid. 

The first amendment authorizes the location, construction, and main- 
tenance of yard tracks, switches, roundhouses, shops, and other struc- 
tures necessary for the accommodation of locomotives and cars, etc., 
outside of the city limits and south of T street, and requires the 
company to locate its roundhouses and shops in the most easterly prac- 
ticable portion of the "Y" near EcMngton. This amendment is recom- 
mended to obviate certain objections raised by the citizens of Ecking- 
ton to the location of said roundhouses and shops at the westerly 
portion, or near the center, of the " Y." It is believed by the com- 
mittee that the location provided by the amendment will obviate the 
trouble anticipated by the citizens of Eckington without at the same 
time disturbing the general engineering scheme of the whole improve- 
ment, as agreed upon by the Commissioners of the District of Columbia 
and the officers of the company. 

The second amendment adds a section, known as section 4, to follow 
after section 3 of the bill, and is designed to provide for the removal 
of the engine house and Senate stables from their present location in 
square 683, and the reerection by the railroad company of said struc- 
tures on ground which it is required to secure and convey to the 
Government, with the additional provision for condemnation of such 
land, if necessary. 

The purpose of the third amendment is to confine the improvement 
specifically within the limits named. 

u R s 9 



130 UNION EAILEOAD STATION. 

The fourth amendment limits the authority to lay and use temporary 
tracks pending the completion of the work, and their removal, and 
restoration of the streets and avenues used to sixty days after the 
time fixed for completion of the work. It simply makes the limitation 
more specific than the words of the Senate bill. 

The fifth amendment adds to the requirement for the removal of the 
present tracks of the Metropolitan Branch Railroad in five years that 
portion of the tracks extending from the north line of New York 
avenue to the north line of Q street. 

The sixth amendment is to section 9 of the Senate bill and limits the 
capital stock of the terminal company authorized by said section to 
15,000,000 fully paid up. 

The seventh amendment is designed to prevent any delays in con- 
demnation proceedings by exceptions to the assessments or awards. 

By one of the amendments the numberings of the sections are 
changed as required by the introduction of a new section numbered 4. 

Your committee after several hearings has carefully considered the 
provisions of this bill and believes that it is the best solution of the 
problem that can be devised. 

The Senate report upon the bill is full and carefully prepared in 
detail, and your committee adopts the same as a part of this report 
with such changes as have hereinbefore been made by the amendments 
above discussed. 



[Senate Report No. 1303, Fifty-sixth Congress, first session.] 

The Committee on the District of Columbia, to whom was referred 
the bill (S. 2329) to provide for eliminating certain grade crossings of 
railroads in the District of Columbia, to require and authorize the 
construction of new terminals and tracks for the Baltimore and Ohio 
Railroad Company in the city of Washington, and for other purposes, 
report the bill to the Senate with certain amendments and recommend 
its passage as amended. 

The favorable report upon the bill to abolish grade crossings on the 
lines of the Baltimore and Ohio Railroad is the result of work that has 
been going on for a number of } T ears. Many projects for these 
changes have been put forward, only to meet serious obstacles of one 
kind or another. First the railroad engineers were unable to sanction 
any plan that involved the separation of the two branches of the road 
at a point beyond Florida avenue; again, the use of the present station 
grounds as the site of the proposed new depot involved the closing of 
streets that should be kept open; still again the financial condition of 
the road, combined with the general depression in business, made it 
impossible for the company to accede to as complete a plan of recon- 
struction as the situation demanded. 

DELAYS IN CARRYING OUT THE PROJECT. 

While one thing after another tended to delay the completion of the 
plan the committee has never for a single session lost sight of the groat 
object to be attained, but constantly has pressed upon both the Dis- 



UNION RAILROAD STATION. 131 

trict Commissioners and the offieialsof the road the desirability, and 
indeed the necessity, of a thorough and complete rearrangement of 
the Baltimore and Ohio terminals in the District" of Columbia. Thanks 
to the more careful study of the situation on the part of the engineers, 
to the masterly reorganization of the railroad company, and to the 
revival of business, the committee is able at this time to present a plan 
for eliminating grade crossings along the line of the Baltimore and 
Ohio road, not only within the city of Washington, but also for a con- 
siderable distance within the county. Also provision has been made in 
the street-extension plans for such a treatment of streets and avenues 
as shall insure the systematic elimination of grade crossings along this 
line throughout the District of Columbia. Moreover, it is provided 
that the lines shall diverge at a point north of Florida avenue, and 
thus many streets that are now seriously encumbered by railway tracks 
will be entirely freed from the burden. As a result, a great and pop- 
ulous section of the city will be vastly improved. When to the mate- 
rial advantage thus gained is added the very considerable saving of 
life that will come from the elevation of these tracks, the committee 
feel justified in congratulating the people of the District on prospective 
changes that will place Washington on a par with the other great cities 
in the country in the matter of its railway terminals. 

PUBLIC APPRO VAL OF PROPOSED PLANS. 

The engineering features of the plan now presented have the 
approval of the representative bodies of the citizens of the District. 
The committee acknowledges with pleasure the strong- and earnest 
support given to the plan by the Northeast Washington Citizens 
Association. Although the individual interests of some of the mem- 
bers of this association will be hurt, at least temporarily by the 
changes contemplated, there is a unanimous desire that the scheme 
shall be carried out for the benefit of the whole section. So, too, the 
Eckington Citizens Association, while advocating a change in certain 
particulars, assured the committee that their objections would not be 
allowed to stand in the way of carrying out the plan as agreed upon, 
in case the engineering objections to their proposals seemed valid; 
and it is only after a careful reconsideration of the whole matter that 
the original proposition is recommended. 

CHARACTER OF THE CHANGES. 

In brief, the proposed changes are as follows: The Baltimore and 
Ohio Railroad Company is to remove its present station, and build a 
commodious depot across Delaware avenue, 200 feet north of C street 
north. This will open North Capitol street to travel, and thus put 
into complete use one of the great thoroughfares of the city. For its 
station and grounds the company will occupy the squares east and west 
of Delaware avenue and north of C street, thus obtaining sufficient 
space for the transaction of its business with the public. Architec- 
turally, the station building is to be a structure fit to occupy a promi- 
nent position within plain sight of the Capitol. 

From the station the road will run northeasterly on Delaware ave- 
nue to Florida avenue, the tracks being carried on an elevated masonry 



132 UNION RAILKOAD STATION. 

structure underneath which the main thoroughfares are to be carried. 
From a point north of Florida avenue the road will be carried on an 
embankment. The line of road that now diverges at G street will be 
abandoned, thus doing away with eleven grade crossings and leaving 
those streets entirely free from railroad tracks. The great property 
of the United States now occupied by the Columbia Institution for the 
Deaf and Dumb, instead of being hemmed in between two lines of 
railroads crossing streets at grade, will be relieved altogether of one 
set of tracks, and from the west the approach will be underneath a 
sightly structure. Moreover, the occupation of Delaware avenue will 
be only to such an extent as will leave an ample drive wav on each side 
of the elevated tracks. 

THE QUESTION OF DAMAGES. 

So systematically has the plan been worked out that no land dam- 
ages are anticipated. There are, however, certain expenses that must 
be shared between the District and the railroad if these desirable 
changes are to be brought about. In making these adjustments the 
District Commissioners have followed what is now the well-settled 
policy in such cases — a division of those expenses directly consequent 
on abolishing grade crossings. * 

DIVISION OF COSTS. 

The Baltimore and Ohio Railroad Company, under an existing agree- 
ment between said company and the municipal authorities authorized 
by Congress, has the right to maintain its present tracks within the 
District of Columbia until 1910, subject, of course, to the Govern- 
ment's right to exercise the power of eminent domain with regard 
thereto. 

To elevate these tracks within the city and to confine the same to 
one line instead of two lines now existing, it is necessary to change 
both of the existing lines materially in a part of the District lying out- 
side of the city limits, and to unite them beyond the boundary of the 
city to bring them down Delaware avenue, as proposed. This neces- 
sitates the abandonment for more than a mile and a half of the right of 
way on the Washington branch and of some right of way on the Met- 
ropolitan branch, and the purchase of a new right of way from Mon- 
tello to Eckington, the abandonment of roundhouse, turntable, 
water tank, shops, buildings, and trestles at Trinidad on the Washing- 
ton branch, and the construction of the same at or near Eckington, as 
proposed; it requires the construction of a new U Y" or device for the 
joining of two lines outside of the District. These costs are a part of 
the costs made necessary by the elevation, and their estimated sum 
was placed, for the purpose of agreement between the company and 
the District Commissioners, at a low figure. Under the general rule 
established in other localities, and recognized by this committee, one- 
half of these costs should be borne by the public benefited. 

Moreover, it must be borne in mind that the company voluntarily 
relinquishes its right under the contract referred to, which would give 
it ten years more of existence under present conditions, and that it 
transfers to the public, without costs, the right of way abandoned on 



UNION RAILROAD STATION. 133 

the Washington branch. Also, the compan} T , in bringing its line from 
Montello to Eckington, adopted the line suggested by the Commis- 
sioners (even though a less expensive one might have been adopted), 
in order to enable the future streets of Washington, when extended 
into the part of the District traversed by the proposed line, to be 
extended without crossings at grade. The land purchased for the uses 
of the yards, roundhouses, etc., at Eckington, or purchased for the 
location of terminals in the city, are not included in the costs. 

Appended may be found the report of the Commissioners of the 
District of Columbia, which presents in detail the features of the pro- 
posed plans, and a report made to the East Washington Citizens Asso- 
ciation, showing the law and custom in regard to the division of cost 
of grade crossings. 



134 UNION RAILROAD STATION. 



APPENDIX L 



ELIMINATING BALTIMORE AND OHIO RAILROAD GRADE 

CROSSINGS. 



Office Commissioners of the District of Columbia, 

Washington, February 27, 1900. 
Hon. James McMillan, 

Chairman Committee on the District of Columbia, Senate. 
Senator: The Commissioners have the honor to submit the following 
on Senate bill No. 2329, Fifty-sixth Congress, first session, to eliminate 
grade crossings on the line of the Baltimore and Ohio Railroad in the 
city of Washington, and for other purposes, referred to them by your 
committee for report: 

PRESENT CONDITIONS. 

A blue print is submitted herewith, showing the present and pro- 
posed routes of the Baltimore and Ohio Railroad within the District 
of Columbia. From this it may be seen that the tracks now cross 
24 streets and avenues within the city limits. Along the Washington 
branch within the city limits the tracks are partly at grade at certain 
portions of the route, at others they are in a cut, and at others on an 
embankment. On this account Third, Sixth, Eighth, Ninth, I, and K 
streets NE. do not cross the road; at Florida avenue the tracks are 
below grade and difficult of approach; at Fifth and Seventh streets 
the tracks are on an embankment, and at Second street there is a bridge 
over the tracks, the approaches to the crossings being narrow and steep 
in each case, the bridge crossing being exceptionally undesirable. 
Between the present passenger station and H street the crossings are 
so obstructed by tracks, and also by shifting trains from time to time, 
as to be a constant source of annoyance and danger, and several of the 
crossings within the limits named are now practically abandoned on 
account of the difficulty attending their use. 

The Metropolitan branch now comes into the city along First street 
east, which is 110 feet wide. It crosses Florida avenue practically in 
the line of New York avenue, making a bad curve upon both the south 
and the north side of Florida avenue, the one on the north, owing to 
the position of the small station at this point and the configuration of 
the ground, being exceptionally dangerous. 

The Washington branch enters the city near the intersection of L 
street and Florida avenue northeast, between Ninth and Tenth streets, 
and crosses intervening blocks diagonally to the corner of Sixth and I 
streets. It then follows I street to Second, curving into Delaware 
avenue at H street. This curve is particularly dangerous, owing to 
the fact that H street is occupied by a street-car line and is one of the 
principal lines of travel to the northeastern portion of the city. Several 
bad accidents have occurred here. 



UNION KA1LROAD STATION. 135 

The freight and passenger stations of the company are inconvenient, 
and insufficient to meet the present demands of traffic and commerce, 
and this condition is becoming worse each year. 

OBJECTS OF THE BILL. 

The main objects of the bill are: 

(1) To eliminate grade crossings b}~ (a) abandoning certain portions 
of the railway routes; (b) by consolidating the Metropolitan and Wash- 
ington branches, bringing them into the city on a single viaduct 
along the line of Delaware avenue, the viaduct being carried over 
street crossing; (c) by closing certain streets. 

(2) To provide a modern passenger station on the north of C street 
northeast, between First and North Capitol streets, and also a station 
for fast and perishable freight on the east of North Capitol street, 
between D and F streets. 

(3) To provide railroad yards and station for heavy freight in the 
territory bounded by Florida avenue, S street, the Metropolitan 
branch, and the Brentwood road. 

The bill also proposes to authorize the formation of a terminal com- 
pany, if desired, in carrying out the purposes of the bill. But this is 
believed to be an internal feature of the project which need not be 
discussed in this report. 

ROUTES ABANDONED. 

Under the bill the present Washington branch would be abandoned 
between Winthrop Heights station and Delaware avenue. This would 
abolish every grade crossing along the road within the city limits east 
of Delaware avenue. The right of way between Second street east and 
Winthrop Heights, thus vacated, would be deeded to the District of 
Columbia, in fee simple, for highway purposes. 

The right of way is 66 feet wide and 1.5 miles long. It traverses a 
territory sorely in need of more direct highway connection with the 
city. The right of way is already at grade, and with a comparatively 
small expenditure for placing a proper roadway surface upon it, it would 
furnish a very valuable and highly desirable avenue through this sec- 
tion of the District. 

The present Metropolitan branch would be abandoned south of the 
north line of New York avenue. This would clear New York avenue 
and First street east of tracks, thus abolishing all grade crossings 
along the line of road in the city limits west of Delaware avenue. 

THE NEW ROUTES. 

The new routes proposed b}" the bill are shown by red lines on the 
accompanying blue print. From this it will be seen that, beginning 
at the south end, the road commences in Delaware avenue, just north 
of C street at the station, thence runs northerly on Delaware avenue 
to Florida avenue, the Metropolitan branch continuing in a direct line 
until it joins the present right of wa}^ near S street, and the Washing- 
ton branch bearing off to the east, paralleling New York avenue 
extended, about 200 feet to the north thereof, until it connects with 
the existing main line in the vicinity of Winthrop Heights. 



136 UNION RAILROAD STATION. 

The two branches will be connected by means of a Y just north of 
E, street, between Fifth and Seventh streets. 

A glance at the map will at once manifest the magnitude of the 
improvement which would be accomplished by the proposed change. 
The number of street crossings on the line of the road within the city 
limits would be reduced from twenty-four to nine, and these nine 
would pass under the viaduct instead of crossing tracts at grade, thus 
being entirely free from the danger and annoyance attaching to cross- 
ings at grade. It is believed that this improvement would give a 
considerable impetus to the northeastern section of the city, which has 
heretofore been retarded in its growth by the fact that its communica- 
tion with the center of the city and the various Government depart- 
ments has been interrupted by crossing one or more railway tracks at 
grade. 

THE VIADUCT. 

Within the city limits the tracks will be placed upon a viaduct located 
in the middle of Delaware avenue. This avenue is 160 feet wide; the 
viaduct will be 80 feet in width, leaving 40 feet on each side for road- 
ways and sidewalks, so that the usefulness of the avenue for highway 
purposes will be still preserved. 

STREETS TO BE CLOSED. 

The bill provides that the following-named streets shall be closed and 
abandoned to the uses of the railroad: 

IN THE CITY LIMITS (NORTHEAST). 

Delaware avenue between F and C streets. 

D street between North Capitol and First streets. 

E street between North Capitol and First streets. 

F street between Massachusetts avenue and First street. 

Delaware avenue between Florida avenue and M street. 

N street between Second and Third streets. 

IN THE COUNTY (NORTHEAST) . 

The streets east of the Metropolitan branch, between T street, 
Florida avenue, Brentwood road, and Sixth street. 

Brentwood road between S street and Florida avenue. 

R street between Third street and the Metropolitan branch. 

Delaware a/venue between F and C streets, and D and E streets 
between North Capitol and First streets. — These streets are bounded 
by squares owned or controlled by the company, or which the com- 
pany is authorized by the bill to acquire for railroad purposes. They 
are virtually closed at present by reason of existing tracks and shift- 
ing trains. Practically no traffic passes over them except that con- 
nected with the business of the company. It is recommended that 
authority to close these 1 streets be granted. 

F street, between First st '/•<■<■/ and Massachusetts avetme. — This street 
is quite an important line of communication between the eastern and 
western sections of the city. It is believed that the constructions of 
thecompany could be carried over it without undue difficulty or expense. 



UNION RAILROAD STATION. 137 

It is therefore recommended that the street be not closed, and that the 
bill be amended so as to provide for carrying it through. 

Delaimre avemie, between Florida avenue and M street, and 1¥ street, 
between Second and Third streets. — These portions of the street and 
avenue are bounded by four small triangular blocks which are owned 
by the company, and all four put together are but little larger than an 
ordinary city block. There is a considerable rise in the ground here, 
and in order to carry N street under the road, Delaware avenue, within 
the limits named, would have to be first excavated and a viaduct then 
constructed. Through travel would not be in the slightest degree 
incommoded by the proposed closing, and as all of the abutting prop- 
erty is owned by the company there appears to be no objection to 
closing the streets as proposed. 

The streets in Eckington east of the Metropolitan branch, between 
T street and Florida avenue, and Brentwood road, between S street 
and Florida avenue. — These streets are bounded by squares already 
owned by the company or which the}^ are authorized by the bill to 
acquire. They are desired for use in connection with the proposed 
railroad yard and freight station and will not be needed if authority is 
not granted for the establishment of a } r ard at this localit}". The ques- 
tion of locating the yard and freight station at this point is referred to 
further on in this report. 

i? street^ between Tfiird street and the Metropolitan branch. — This por- 
tion of R street is west of the Metropolitan branch. It is recom- 
mended that no portions of streets in Eckington west of the Metropolitan 
branch be closed. 

STREETS KEPT OPEN. 

The following-named streets will be entirety freed of railroad tracks 
and kept open to the public: Massachusetts avenue, G, H, I, K, L, 
and M streets, Florida and New York avenues, and T street. 

As before stated, it is recommended that F street be kept open also. 

All of the streets kept open, with the exception of T street, pass 
under the railroad viaduct. T street will be carried over the railroad 
on a bridge. 

THE NEW PASSENGER STATION. 

The new passenger and fast freight terminal of the company will be 
located in the squares between F and C, First and North Capitol 
streets NE., as shown on the accompanying map. The company now 
owns or controls most of the property necessary for the purpose. 

The proposed site is a most admirable one. It is on a bluff just north 
of C street in the line of Delaware avenue. The ground is some 20 or 
30 feet higher than the land to the north, and possesses peculiar natu- 
ral advantages, which make possible the unique combination of an 
elevated railwa3^with a station at grade. The station building will be 
set back from C street, affording a broad plaza in front. Its main 
floor will be on the grade of C street, so that passengers will not have 
to climb steps or use elevators. Along the street in front run the 
principal street-car lines of the District. It is bounded on the east by 
a street 110 feet wide and on the west by one 130 feet in width, which 
afford ample room for the traffic incident to a railway station. The 
location of the station upon this site will permit also the removal of 



138 UNION KAILKOAI^ STATION. 

tracks from North Capitol street and the full restoration of this grand 
avenue to the uses of the public. 

THE FAST-FREIGHT STATION. 

The company proposes to locate its depot for fast and perishable 
freight to the east of North Capitol street, between D and F streets. 
The station will be set back a good distance from the street, and an 
ample yard will be provided, so arranged that no business attaching to 
it will be transacted in the street, the freight yard having ample facil- 
ities within its own limits. The site is a most excellent one for the 
purpose, being centrally located and easy of access. 

ECKINGTON YARD AND FREIGHT STATION. 

The bill provides for the location of a railroad yard and freight sta- 
tion on the east side of the Metropolitan branch between Florida 
avenue and T street. 

The Eckington Citizens' Association objects most strenuously to the 
location of a yard and freight station in this territory. Their grounds 
of objection are that such an establishment would effect most injuri- 
ously the^ value of the contiguous property ; that the closure of the 
streets necessitated thereby would cut off all travel between their 
section and the east from New York avenue to T street; that a large 
number of residents in the county whose access to the city is by way 
of the streets to be closed would be seriously inconvenienced. 

To obviate these objections they recommend that the Metropolitan 
branch leave the main stem of the road at Ninth street east instead of 
at Third street east, as at present, thence run northerly, connecting 
with the present Metropolitan branch in the vicinity of Indianapolis 
street, Brookland. Under this plan the Y would be located about a 
half mile farther out, in the vicinity of the subdivision of Fairview, 
and the yard and station would be situated on a part of the old Ivy 
Cit}^ Race Course, about a mile farther from the center of the city 
than the site proposed in the bill. 

To these recommendations the company replies that to place the 
yard and scation so far out would make it impossible to cany on the 
business of the company or to handle the freight with convenience to 
itself or to the Washington public ; that the land embraced within the 
Y would be rendered useless by the heavy grades ; that most of the 
street spaces proposed to be taken have never been opened or improved, 
and that all of them are bounded by property which is owned by the 
company. 

In this connection the Commissioners would state that the site 
proposed by the bill for the yard and freight station would close all 
the streets of Rckington of east the Metropolitan branch except the 
following, which would be kept open : T street ; Sixth street north of 
the south line of S street ; S, Seaton, T, and Thomas streets east of 
Sixth street. 

The portions of II and S streets and Sixth street between S street and 
Brentwood road proposed to be closed are improved streets, having 
been paved with asphalt some years ago at private expense. The other 
streets proposed to be closed are not improved. South of R street the 



UNION RAILROAD STATION. 139 

territory involved is traversed b}^ the low bed of a small stream. It 
is vacant ground, generally from 10 to 15 feet below grade, and is 
used as a public dump for refuse material. In the natural course of 
events years will elapse before it will be brought to grade and made 
serviceable. The streets platted to pass through the section are not 
established upon the ground nor improved in any way. They are not 
deeded to the District outright, the public being granted a right of 
way over them, and if this right of way is not accepted, or is accepted 
and then abandoned, the street spaces would be subject to reversion 
to the owner of the abutting property, who in this case is the Balti- 
more and Ohio Railroad Company. The right of way of the Metro- 
politan Branch is owned in fee simple by the railroad company north 
of Florida avenue. The company has permitted the streets to be car- 
ried across without compensation, but these crossings are the property 
of the company, which has not waived its right to close them when 
desired. 

The streets of Eckington do not run farther east than the Brentwood 
road. The average distance of the Brentwood road from the Metro- 
politan Branch is about 600 feet, so that the closing of the streets 
east of the right of way would result simply in the line of subdivided 
property being moved about 600 feet west of its present limit. 

The streets in question were dedicated by a private party, and so far 
as they have been improved it has been done at private expense. 
Practically speaking, the Government has not incurred any expense 
for their opening or improvement; and the company purchased the 
abutting land from the party who dedicated and improved the streets. 

As the company owns the property in the section to be occupied, 
and as the streets are not opened to the east, the question of caring for 
the local street traffic is an immaterial one, and as the local traffic in 
the section will be in connection with railroad business, the company 
doubtless will provide ample facilities for it. 

The through traffic from Brentwood road and Patterson avenue, 
however, will have to be cared for. This can be done conveniently 
and at small expense by diverting it into T street, which is to be kept 
open. An admirable line of access to the city could be furnished also 
by way of Seventh street and New York avenue, as laid out on the 
highway extension plans. This would involve the extension of Seventh 
street from Brentwood road to the line of New York avenue, a distance 
of about 1,000 feet; and of New York avenue from its present ter- 
minus east to Seventh street, a distance of about 1,400 feet. If the 
yard is to be located as proposed, provision should be made for opening 
these streets. 

Several years ago when a plan for changes in the Baltimore and 
Ohio terminal, virtually in accord with the propositions contained in 
the bill, was tentatively agreed upon by the Commissioners and the 
railroad company, the company took immediate steps to acquire the 
property in Eckington where it now proposes ■ to locate its }^ard and 
station, and Avith that avowed purpose. As soon as this tentative agree- 
ment had been reached as to the change of system above referred to, 
the plans were made public and no serious opposition was developed 
to them at that time, and thereafter the company completed the pur- 
chase of the tract which it now owns. 

The street-extension plans for this section, now duly adopted and 
recorded in accordance with law, were also laid out with this plan of 



140 UNION EAILEOAD STATION. 

railway treatment in view. An avenue was laid out north of and 
parallel with New York avenue, between which avenue it was proposed 
to locate the railroad, as shown on the lithographed highway plans for 
this section. The blocks along the route were purposely made of 
unusual length so that the crossings of the road would be as few as 
possible, and the topography of the location is such that none of these 
crossings would be at grade, the railroad being in a deep cut, out 
of view, so that the streets could be carried over at easy grades on 
bridges. 

So much for this feature of the plan as proposed in the bill. 

Concerning the changes recommended in the plan by the Eckington 
Citizens Association, a map is submitted herewith showing the loca- 
tion of the Metropolitan branch, the Y, and yards as desired b} r them. 

The objections to the plan of the Citizens Association areas follows: 

The yard and station would be moved a mile further out from the 
center of the city. 

The land embraced within the triangle formed by the Y could not 
be used by the company unless it were graded down to the level of the 
tracks. Such grading would involve the removal of an enormous 
amount of earth at an expense of such magnitude as to render the 
grading out of the range of probability. The tract, therefore, would 
be made inaccessible by the deep cuts of the road, rendered useless to 
the owner or to the company, and its value destroyed. 

The Metropolitan branch would cut directly through Harmony Cem- 
etery. This would be unavoidable, as there are high hills to the right 
and left which would prevent a divergence in either direction. 

The grades necessitated by the change would be so heavy as to inter- 
fere most seriously with the running of trains. This feature alone is 
a well-nigh insuperable objection to the proposition, as one of the 
steepest grades is on a heavy curve, thus adding danger to difficult}^. 

As it is the intention of the company to make up its trains and handle 
its heavy freight at this yard and station, the Commissioners believe that 
they should be situated reasonably close to the center of the cit}^. For 
the handling of heavy freight it is highly desirable that the station be 
connected with the cit}^ by improved modern roadwa}^ of easy grade. 
To locate the station as recommended by the Citizens' Association would 
move it a mile farther from the city to a place which could not now be 
reached by existing roads or streets. A longer and more difficult haul 
and increased expense to the merchants, builders, and citizens generally 
of the entire city receiving or sending freight over the Baltimore and 
Ohio Railroad via this station would be the result of this plan. 

The question of the grades of the railroad is a most important one. 
Should the committee desire to go into the matter in detail and will 
so inform the Commissioners, an engineer will be sent up to explain 
fully to the committee the conditions which would result from the 
adoption of the plan proposed by the Citizens' Association. 

Harmony Cemetery is a colored burying ground, and it is needless 
to enlarge upon the objections which woulu be sure to be presented to 
any entrance upon it by the railroad company. 

Generally speaking, propositions of the character under discussion 
involve the consideration of three parties — the general public, the rail- 
road company, and the owners of the property locally affected. 

The engineering features of the plan proposed in the bill are the 
result of long and careful study on the part of the engineers of the 



UNION RAILROAD STATION. 141 

District. They were tentatively agreed upon by the Commissioners 
only after an exhaustive consideration of the subject, viewed in all of 
its aspects. And the plans were selected because, in the opinion of the 
Commissioners and the engineers, they were the best for the purpose 
which could be designed. 

The plans were not exactly what the company wanted. The com- 
pany has accepted a number of changes which were not desired b}^ it. 
However, as before stated, the plans were tentatively agreed upon by 
the company and a former board of commissioners, and the company 
proceeded immediately to acquire the land necessary to carry them 
out, and it is believed that the company is entitled to some considera- 
tion in the matter. 

As to the property interests locally affected, it may be stated as a 
broad proposition that no locality can be found which is entirely free 
from objection. No matter what site or plan is proposed something 
can and will be urged against it. The Citizens' Association opposes 
the first plan because it would approach near to the homes and prop- 
erty of its members, while the plan proposed by the association in 
lieu thereof would be most bitterly fought, because it would enter 
upon a cemetery and disturb the bodies of the dead. And the hostile 
sentiment aroused in the latter case would be far more bitter and 
strong than the material objections urged in the former. All things 
considered, it is believed that the second proposition would meet with 
a more formidable opposition than the first. 

It is believed that Congress can readily decide on which side of the 
controversy the public interests are greater. 

TEMPORARY TRACKS. 

The bill authorizes the use of temporary tracks during the con- 
struction of the works authorized. This authority is very necessary, 
but owing to the change of route it need be used only to a small 
extent, as, with the exception of a few squares, the existing tracks 
can be used until the new ones are read} r for occupation, thus reducing 
to a minimum the inconvenience to the public ordinarily incident to a 
work of this magnitude. 

AUTHORITY TO ACQUIRE LAND, ETC. 

The bill proposes to authorize the company to establish such addi- 
tional freight and passenger stations as it may find necessary, at such 
points as may be approved b} T the Commissioners, and also to acquire 
any desired land adjacent to the streets along which the railroad or 
works of the company are situated. 

It is deemed advisable to limit this authority to lands within the city 
limits west of Second street east, and east of North Capitol street. 

SIDINGS INTO ADJACENT PROPERTY. 

The company is authorized by the bill to run sidings into property 
adjacent to its line of road when desired by the owner of the same, the 
work to be done in accordance with plans approved by the Commis- 
sioners, and no grade crossings to be creatediJhereby. This is believed 
to be a wise provision, as it will tend to develop the adjacent land into 
business property and to enhance its value. 



142 UNION RAILEOAD STATION. 

DIVISION OF COSTS. 

The estimated cost of the works contemplated in the bill is $5,000,000. 

It is proposed that the United States and the District of Columbia shall 
pay in equal proportion the cost of approaches to railroad crossings, 
which is estimated to be : $15, 000 

The United States and the District of Columbia are to pay in equal propor- 
tion on account of the betterments contemplated the sum of 1, 500, 000 

Making the total cost to the public 1, 515, 000 

From this should be deducted the value of the abandoned right 
of way of the company, outside of street limits, between Win- 
throp Heights and Delaware avenue, which land is to be deeded 
to the District in fee simple, being 12.1 acres, valued at $3,000 

per acre $36, 300 

1.6 acres, valued at $8,125 per acre 13,000 

49, 300 

Leaving a blance of 1, 465, 700 

With reference to the proposition of the Government paying a 
million and a half dollars toward the project in question the company 
states that this amount is half the estimated cost of so much of the 
plan as relates directly to the abolishing of grade crossings — that is, 
the change of route and elevation of tracks— and they request the 
Government to pay this proportion of the proposed work. To this 
very necessary work they state that they are adding $2,000,000 more 
in betterments which will all be to the benefit of the public, and from 
the estimates submitted to them the Commissioners have reason to 
believe that the amounts have not been overstated. 

Objection has been raised by a few parties in the District to this pay- 
ment on the ground that the compan}^ needs new terminal facilities, 
which it must obtain for the transaction of its business. But the com- 
pany states, and the Commissioners have reason to believe, that it now 
owns sufficient ground to give it all the terminal facilities it would 
need for fifty 3 r ears to come, with tracks on grade, at an expenditure 
of not more than half a million dollars, and that the four or five mil- 
lions required to do the work called for by the bill is mainly for the 
improvement and advantage of the District and city. 

The company claims that under contracts and agreements made 
by said company and the municipal authorities, authorized by acts"" of 
Congress dated March 2, 1831, and March 3, 1835, under the terms of 
which the depot was removed from its original site to the site now 
occupied by it and its tracks were confined to that part of the city 
east of New Jersey avenue and north of C street, the right to occupy 
its present site and tracks was authorized and confirmed until 1910. 
The contract referred to is dated June 15, 1850, and the ordinances 
authorizing and confirming it are dated, respectively. May 31, 1850, 
and January 17, 1867. 

The Commissioners believe, after examination and consultation, that 
there is merit in the claim of the company, and that should \i not be 
willing to abandon the present routes and elevate its road it could 
not be compelled to do so even b} T Congress prior to 1910 without 
compensation. 

The. company states unite frankly that, under the circumstances, they 
exped assistance in earning out so much of the plan as relates 
directly to changing their routes, elevating their tracks, and removing 



UNION RAILROAD STATION. 143 

them from grade for the purpose of improving the city and for the 
convenience of street traffic. 

Considering the advantages which will be derived by said cit}^ and 
the public generally and the vastly greater expense proposed to be 
incurred by the company than what could be required if it stood upon 
its strictly legal rights under the terms of the contract above referred 
to, and considering also that railwa}^s in other cities of the country 
have been aided by the city or State, or both, in the work of abolish- 
ing grade crossings, the Commissioners feel that the request of the 
company is equitable and not immoderate. 

The manner in which payments are to be made is considered very 
reasonable. A sinking fund is to be established, and the million and 
a half dollars is to be paid onty upon presentation of a certificate from 
the Commissioners that the work required by the bill has been satis- 
factorily executed. 

It is believed that the value of the benefits and improvements result- 
ing from the proposed changes will exceed considerably, even at the 
present time, the million and a half dollars which the Government is 
required to ip&y and that the ultimate benefits will be of still far 
greater magnitude. 

TAXATION. 

It is recommended that a provision be included in the bill that the 
propert}^ occupied by the company under authority conferred by the 
bill, should it become a law, together with the improvements which 
may be put thereon, shall be subject to taxation by the District of 
Columbia the same as other property in said District. 

ACQUIREMENT OF NECESSARY LAND. 

In cases where the company can not agree with the owners for the 
purchase of any land it is authorized to acquire, it is believed that 
power should be given it, where necessary, to take immediate posses- 
sion of such parcels as may be needed, upon filing with the court good 
and sufficient bond to insure the payment of its value when duly deter- 
mined by the proper authorities. If this is not done condemnation 
proceedings may delay seriously the execution of the work and add 
considerabty to the time and difficulty of bringing about the desired 
improvements in the railroad situation. 

AMENDMENTS. 

In accordance with the suggestions contained in the report, the Com- 
missioners recommend that the bill be amended as follows: 

Add the following at the end of line 20, page 2: "Provided, That 
no portion of any street shall be closed under authority of this act 
until said railroad company shall have secured control of the propert}^ 
abutting upon said portion to be closed, it being the intent hereof that 
no property owner shall be deprived of egress from or ingress to his 
property. " 

Strike out all of section 3 down to the word "New," in line 5, page 
5, and insert in lieu thereof the following: "Sec. 3. That to accom- 
plish the purposes of this act the following-named streets in the sub- 
division of Eckington, east of the right of way of the Metropolitan 



144 UNION EAILROAD STATION. 

Branch of the Baltimore and Ohio Railroad Company, shall be com- 
pletely vacated and abandoned by the public and closed to public use, 
namely: Q, R, Third, Fourth, Fifth, and Randolph streets; S and 
Seaton streets west of Sixth street, and Sixth street south of S street. 
The Brentwood road shall also be closed between S street and Florida 
avenue." 

Add at the end of line 21, page 5, the following: " Provided, That 
M street may be crossed by a metal bridge instead of a masonry arch, 
if desired, in order to avoid any change in the grade of said street." 

Strike out of line 2, page 6, the words: "F street between First 
street and Massachusetts avenue." 

Page 6, line 14, after the word "avenue," insert the words: "and 
F street." 

Page 6, line 15, strike out the words "as shown on the said plan" 
and insert in lieu thereof the words: "in accordance with plans 
approved by the Commissioners of the District of Columbia." 

Page 7, line 20, strike out the word " District " and insert in lieu 
thereof the words: " city limits west of Second street east, and east of 
North Capitol street." 

Page 13, line 15, after the words " Sec. 8" insert the following: 
" That the property occupied by the Baltimore and Ohio Railroad 
Company, or by the proposed terminal company, under authority of 
this act, together with the improvements which may be put thereon, 
shall be subject to tax by the District of Columbia the same as other 
property in the District of Columbia: Provided." 

Attention is invited to the fact that under the terms of the bill the 
company would be authorized to acquire the premises in square 683 
now occupied by the Senate stables and District engine house No. 3. 
The question of providing premises in lieu thereof is left to Congress. 

A copy of the bill containing the amendments suggested above is 
inclosed. With the amendments, the Commissioners recommend that 
a favorable report be made upon the bill. 
Very respectfully, yours, 

John B. Wight, 
John W. Ross, 
Lansing H. Beach, 
Commissioners of the District of Columbia. 

(Amended bill, blue prints showing plans as set forth in bill, and 
map showing plan recommended by Eckington Citizens' Association 
inclosed.) 



APPENDIX II. 



BALTIMORE AND OHIO WASHINGTON TERMINAL IMPROVEMENTS. 



ESTIMATED COST. 



CUT-OFF FROM MONTELLO TO FLORIDA AVENUE. 



Right of way and propertv : 

50 acres', at $5, 000, including damages $250, 000. 00 

44 acres, at $2,500, including damages 110, 000. 00 

Excavation, 205,500 cubic vards, at 35 cents 71 , 925. 00 

Masonry, 17,000 cubic yards, at $9 153, 000. 00 

Bridges' 111,935.00 

Arch inasonr v, 20, 000 cubic vards, at $9 180, 000. 00 

Iron railing, 2,000 linear feet, at $1.50 3, 000. 00 

Track (main) , 2,000 linear feet, at $1.15 23, 000. 00 

Ballast, 11,500 cubic yards, at $1 11, 500. 00 

METROPOLITAN BRANCH CONNECTION. 



*$914,360.00 



Right of way, 132,000 square feet, at 25 cents $33, 000. 00 

Embankment, 50,000 cubic vards, at 35 cents 17, 500. 00 ($10, 500) 

Track (main) , 6,000 linear feet, at $1.15 6,900.00 

Ballast, 3,500 cubic yards, at $1 3, 500. 00 

Bridge, T street 15,000.00 



75, 900. 00 



ECKINGTON YARD. 



Propertv, 500,000 square feet, at 25 cents $125, 000. 00 

Filling, 450.000 cubic vards, at 35 cents 157, 500. 00 ($94, 500) 

Track in yard, 53,000 linear feet, at $1 53, 000. 00 

Ballast (cinder) , 35.000 cubic vards, at 35 cents 12, 250. 00 

Frogs and switches, 80 sets, at $50 4, 000. 00 

Slip switches, 2 sets, at $350 _ 700.00 

Roundhouse *100,000.00 

Turntable *5,000.00 

Water tank and connections *2, 500. 00 

Shops and buildings * 10, 000. 00 

Coal trestle * 15, 000. 00 



484, 950. 00 



FLORIDA AVENUE TO SOUTH SIDE OF G STREET. 

Viaduct, 65,000 cubic vards, at $9 *$5S5. 000. 00 

Filling, 60,000 cubic vards, at 35 cents * 21, 000. 00 

Iron railing, 6,800 linear feet, at SI. 50 *10, 200.00 

Interlocking 20, 000. 00 

Track, 17,000 linear feet, at $1 .15 19, 550. 00 

Ballast, 11,000 cubic yards, at $1 11, 000. 00 



666, 750. 00 



TERMINALS SOUTH SIDE OF G STREET TO C STREET. 

Property $1, 250, 000. 00 

Retaining wall, etc., 90,000 cubic yards, at $9 *810, 000. 00 

Filling, 1,500,000 cubic yards, at 35 cents *525, 000. 00 

Ballast (cinder) , 35,000 cubic yards, at 35 cents 12, 250. 00 

Interlocking 30,000.00 

u r s 10 



145 



146 UNION RAILROAD STATION. 

having driveways, 30,000 cubic yards, at $2 $60, 000. 00 

Station building 250, 000. 00 

Platforms and pavements, 14,000 cubic yards, at $2 28, 000. 00 

4-inch granite curbing, 8, 100 linear feet, at $1 * 8, 100. 00 

Iron railing, C street, 635 linear feet, at $2 * 1, 270. 00 

Iron railing, walls, 6,550 linear feet, at $1.50 * 9, 825. 00 

Iron railing, train shed, 1,576 linear feet, at $3 _ 4, 728. 00 

Train shed 240,000.00 

Freight shed 150,000.00 

Track, 54,000 linear feet, at $1.15 62, 100. 00 

Ballast, 5,625 cubic yards, at $1 5, 625. 00 

Frogs and switches, 50 sets, at $50 2, 500. 00 

Slip switches, 23 sets, at $350 8,050.00 



(Note. — Items marked * included in other estimate. 



$3, 457, 448. 00 
5, 599, 408. 00 



COST ATTRIBUTABLE TO ELEVATION AND CHANGE OF LINE. 

CUT-OFF FEOM MONTELLO TO FLORIDA AVENUE. 

Right of way and property: 

50 acres, at $5, 000, including damages $250, 000. 00 ^ 

44 acres, at $2,500, including damages 110, 000. 00 

Excavation, 205,500 cubic yards, at 35 cents 71, 925. 00 """ 

Masonry, 17,000 cubic yards, at $9 153, 000. 00 

Bridges 111,935.00 

Arch masonry, 20, 000 cubic yards, at $9 180, 000. 00 

Iron railing, 2, 000 linear feet, at $1 . 50 3, 000. 00 

Track (main) , 20, 000 linear feet, at $1. 15 23, 000. 00 

Ballast, 11,500 cubic yards, at $1 11, 500. 00 

$914, 360. 00 

METROPOLITAN BRANCH CONNECTION. 

Embankment, 30, 000 cubic yards, at 35 cents 10, 500. 00 

ECKINGTON YARD. 

Filling, 270,000 cubic yards, at 35 cents $94, 500. 00 ^^ 

Roundhouse 100,000.00 

Turntable 5, 000. 00 

Water tank and connections 2, 500. 00 

Shops and buildings 10,000.00 

Coal trestle 15,000.00 



227, 000. 00 



FLORIDA AVENUE TO SOUTH SIDE OF G STREET. 



Viaduct, 65, 000 cubic yards, at $9 $585, 000. 00 

Filling, 60,000 cubic yards, at 35 cents 21, 000. 00 

Iron railing, 6,800 linear feet, at $1.50 10, 200. 00 



TERMINALS SOUTH SIDE OF G STREET TO C STREET. 

Retaining walls, 90,000 cubic yards, at $9 $810, 000. 00 

Filling, 1,500,000 cubic yards, at 35 cents 525, 000. 00 

4-inch granite curbing, 8, 100 linear feet, at $1 8,100.00 

Iron railing, C street, 635 linear feet, at $2 1,270.00 

Iron railing, walls, 6,550 linear feet, at $1.50 9, 825. 00 



616, 200. 00 



1, 354, 195. 00 
3, 122, 255. 00 



APPENDIX III. 



DIVISION OF COSTS OF GRADE CROSSINGS. 



February 12, 1900. 
lo the Northeast Washington Citizens' Association: 

Your committee on railroads has the pleasure to report that on Janu- 
ary 11 last a bill providing for the abolition of grade crossings, prepared 
by the Baltimore and Ohio Company, was introduced in the United States 
Senate and is now before the District Commissioners for their consid- 
eration and report. 

Of course it can not be expected that a bill emanating from such a 
source could be all that is generally desired; but taking into consider- 
ation that railroads are a necessity in any community, and are servitors 
of no mean proportions, and that the convenience of the traveling 
public and our merchants and other citizens is coequal with the pros- 
perity of our railroads, there are some things which we must yield on 
the principle of the greatest good to the greatest number. Therefore 
we most respectfully submit and recommend that the bill should be 
amended by requiring the railroad company to increase the width of 
C street from New Jersey avenue to First street east at least 40 feet 
in order to provide for the increased traffic in front of their station. 
We would also emphasize the proposition that the parked spaces on 
the line of Delaware avenue north of Massachusetts avenue be left 
undisturbed as parks, and that the use of any part of North Capitol 
street or of that part of First street east, south of F street, be 
expressly prohibited. 

The closing of F street, as provided for in the bill, should meet with 
our most uncompromising resistance. 

To the other portions of the bill, so far as they relate to the route 
south of Florida avenue, we might give our passive acquiescence. 

To that portion of the proposed route north of Florida avenue we would 
suggest the practicability of keeping farther to the eastward and locating 
the Y farther to the northward, so that the streets in Eckington may 
not be disturbed either by the presence of tracks, roundhouses, or 
repair shops. We are also of the opinion that the necessary changes 
of grade and any damage accruing to private property along the 
proposed route should be borne by the railroad company. 

So far as we can learn the plans for the viaduct south of Florida 
avenue provides for a series of arches. To our mind's eye this seems 
to be a plan of architectural merit and pleasing effect, besides being 
of sufficient importance to adjacent private property that such open- 
ings should be kept open and unobstructed. But inasmuch as in other 
cities where such structures exist the area within the arches is some- 
times used for warehouses, stables, and other purposes of the railroad 
companies, we would suggest that these archwa} T s, when so used, 
should pay a revenue to the District government, and that if the 

147 



148 UNION RAILROAD STATION. 

Government at any time should desire to use such archways it shall 
have the right to do so free of cost. 

The bill allows five years for the completion of the work, but it is 
claimed by some engineers that it may be completed within three 
years. For these reasons we would recommend that the period of six 
years allowed for maintaining the tracks along the Deaf Mute College 
grounds, and the roundhouses and the works in Trinidad, be limited 
to six months from the completion and occupancy of the proposed 
new tracks. 

The question of the division of costs of the structural work neces- 
sary to change from surface to elevated tracks, we think, is one that 
can safely be left to the discretion of Congress and the District Com- 
missioners, because, so far as we are able to learn, the proportions 
vary in the many cities and States where such changes as are contem- 
plated here have been made. 

W. J. Frizzell, 
Chairmcm of Committee on Railroads. 



March 12, 1900. 
To the Northeast Washington Citizens' Association: 

Under date of February 12 last, your committee on railroads sub- 
mitted a report recommending, among other things, that the division 
of costs for the proposed work of elevating the Baltimore and Ohio 
tracks and abolishing grade crossings be left to the discretion of Con- 
gress and the District Commissioners. This proposition has been 
acquiesced in by several of our citizens' associations directly interested, 
and is opposed by only a few persons who have no community of 
interest in anything pertaining to the welfare of the whole cit}^, and 
can see no farther than their own immediate neighborhoods. 

Your committee has taken the trouble to inquire into the methods 
followed in other cities relative to the division of costs of abolishing 
grade crossings and submit a few examples, as follows: 

By an ordinance of the city of Philadelphia, Pa., approved March 
5, 1892, the city appropriated $30,000 to abolish grade crossings on the 
Philadelphia and Trenton Railroad at Comly, Longshore, Washing- 
ton, and Union streets. 

By another ordinance, April 10, 1893, the city appropriated $30,000 
to abolish grade crossings on the Philadelphia and Trenton Railroad 
at Cottman street, and on the Princeton and Holmesburg Railroad at 
Hagerman street. 

By another ordinance, February 12, 1897, the city appropriated 
$900,000 to change the grade of streets and to abolish grade crossings 
from Norris street to Butler street on the line of the Philadelphia and 
Trenton Railroad, and released the Pennsylvania Railroad Company, 
lessee of the Philadelphia and Trenton Railroad, from any liability for 
damages on account of this work. 

By another ordinance, March 26, 1897, the city appropriated $25,000 
to abolish grade crossings on the Philadelphia and Trenton Railroad at 
Magee and Vankirk streets. 

By another ordinance of the same date the city appropriated $35,000 
to abolish grade crossings on the Philadelphia and Trenton and Frank- 
ford and Holmesburg railroads at Rhawn street. 



UNION RAILROAD STATION. 149 

In each of the above cases the mayor was authorized to enter into 
bond on behalf of the city for the payment of any damage accruing 
to property by reason of change of grade or otherwise. 

You will see from the above that the city of Philadelphia by five 
separate ordinances contributed $1,020,000 as its proportion of the cost 
of abolishing grade crossings in that city on the line of one of its 
smaller steam railroads. 

We find that the State of Connecticut has a statute which provides 
that whenever any city or town desires the elimination of grade 
crossings, such city or town shall pay 25 per cent of the costs where 
such crossing antedates the construction of the railroad and 50 per 
cent if such crossing has been laid since the construction of the rail- 
road. If a railroad desires to make any such change, it shall pay the 
whole expense thereof. 

By a special act of the Connecticut assembly, the changes made 
necessary for eliminating grade crossings by elevating the tracks and 
constructing two additional main tracks, etc., on the New York 
division of the Pennsylvania Railroad, the city of Bridgeport was 
required to pay such proportion of the cost as should be determined 
by agreement or by order of the railroad commissioners of the State. 

In the same State the city of New Haven paid one-half of the cost 
of carrying the steam railroad tracks over East Chapel street. 

By special act of the legislature of Massachusetts, providing for a 
change of grades, etc., on the Providence division of the Pennsylvania 
Railroad in the city of Boston, 55 per cent was paid b} T the railroad 
company and 45 per cent by the Commonwealth, the city of Boston 
being required to refund the State 30 per cent of the whole cost. 

For similar changes in Brockton, Mass., including new stations, 
yards, tracks, etc., the railroad company paid 65 per cent, the State 
25 per cent, and Brockton 10 per cent. 

The law of the State of Massachusetts now provides that no matter 
from which side an application is made to abolish grade crossings, 65 
per cent shall be paid by the railroad company, 25 per cent by the 
State, and 10 per cent by the municipality. 

A recent law of the State of New York divides the cost of abolish- 
ing grade crossings as follows: 50 per cent b\ T the railroad compan} 7 , 
25 per cent b} 7 the State, and 25 per cent by the municipalit} r . 

In a letter dated October 16, 1899, Mr. William Jackson, city 
engineer of Boston, states that in a special case involving an expendi- 
ture of $4,000,000 the State and the city of Boston paid 45 per cent (of 
which the city assumed 13.5 per cent) and the railroad company paid 
55 per cent. 

In a letter dated October 17, 1899, Mr. G. S. Webster, chief engineer 
of Philadelphia, states that in the construction of the Pennsylvania 
avenue subway whereby 16 grade crossings were abolished, involving 
an expenditure of $3,000,000, the city paid one-half and the Philadel- 
phia and Reading Railwa} r Compan} 7 paid the other one-half. 

The foregoing are only a few of the cases that have come to the 
knowledge of your committee, and we content ourselves by reciting 
them. We deem it too tedious to go into details of similar cases, such 
as Rochester and other cities in New York, and Pittsburg and other 
cities in Pennsylvania, and especially in the case of the Atchison, 
Topeka and Santa Fe Railroad in St. Louis, Mo., where the conditions 
were nearly identical with ours on the Baltimore and Ohio road. 



150 UNION RAILROAD STATION. 

We may be asked, "How much did the city of Baltimore, Md., con- 
tribute to the Baltimore and Ohio tunnel under said city?" To the 
unbiased mind but one answer is necessary, which is that no disad- 
vantage was suffered nor advantage gained by Baltimore in any of the 
conditions or changes, and no equitable reason existed for the city to 
pay toward accomplishing a shorter route and a saving in time for the 
great benefit of the railroad company. 

In several other cities, under circumstances similar to those that 
existed in Baltimore, railroad companies have found it advantageous 
to themselves by shortening routes and saving time to do the whole 
work at their own expense. 

In this city the jeopardy to life and limb will be lessened, the loss 
of valuable time by detentions and obstructions at crossings will be 
abolished, and real property values and revenues therefrom will be 
increased in some cases as much as fourfold, as we have reason to 
think, within a short time; and while we do not wish to put ourselves 
on record as fully indorsing the payment of $1,500,000 asked by the 
Baltimore and Ohio Railroad Company, we think all fair-minded men 
will agree that the equities of the case demand some consideration, and 
we firmly adhere to our former recommendation that the United States 
Senators and the Eepresentatives in Congress from the cities and dis- 
tricts where such work has been done, and the Commissioners of the 
District of Columbia and practical railroad engineers have ample facili- 
ties for ascertaining the proper division of costs, and we most confi- 
dently leave it to their determination. 

We are pleased to report, further, that the District Commissioners, 
in their report on the bill presented to the Senate Committee on the 
District of Columbia on the 27th ultimo, recommended an amendment 
that F street be not closed, and adopted other of our minor sugges- 
tions. As the case now stands, we are of the opinion that the Com- 
missioners and this association are in perfect accord as far as the bill 
relates to conditions south of Florida avenue. 

W. J. Frizzell, 
Chairman for Committee on Railroads. 

At a meeting of the Northeast Washington Citizens' Association 
held on March 12, 1900, the above report was unanimously adopted 
and the committee on proposed legislation was directed to submit 
copies of the same to Congress. 

Evan H. Tucker, President. 



UNION EAILROAD STATION. 151 



Baltimore and Potomac Railroad Company — Act approved February 

J.&, iyui. 



[Public?— No. 49.] 

An Act To provide for eliminating certain grade crossings on the 
line of the Baltimore and Potomac Railroad Company, in the city of Washington, 
District of Columbia, and requiring said company to depress and elevate its tracks, 
and to enable it to relocate parts of its railroad therein, and for other purposes. 

Be it enacted by the Senate and House of Representatives of the United 
States of America in Congress assembled, That the Baltimore and Poto- 
mac Railroad Company be, and it is hereby, empowered, authorized, 
and required to revise, change, and improve the alignment and grade 
of its railroad, and to relocate parts thereof within the city of Wash- 
ington, in the District of Columbia, as hereinafter provided, to wit: 

Beginning at a point in its present tunnel under Virginia avenue near 
the intersection of Eleventh street southeast, and extending thence by 
a continuation of said tunnel, with a width sufficient for not less than 
two nor more than four tracks, along and under Virginia avenue to the 
west side of Second street southeast; thence in the open, with a width 
sufficient for four main tracks, along what would be Virginia avenue if 
extended through reservation seventeen, now called Garfield Park, to 
another section of Virginia avenue as now opened at South Capitol 
street; thence along said last-mentioned section of Virginia avenue to 
a connection with its present four main tracks and right of way near 
Delaware avenue; thence continuing said four tracks along and on said 
Virginia avenue and Maryland avenue to the Potomac River; and also 
from points on said last-described line, that is to say, from east of 
Sixth street southwest; thence by a curved line with three tracks 
crossing over Sixth street southwest, Maryland avenue, and B street 
southwest, to and upon that portion of the Mall hereinafter described; 
and from a point west of Seventh street southwest by a curved line, 
with three tracks over Seventh street southwest, Maryland avenue, 
and B street southwest, to and upon said portion of said Mall, with 
such grade, and at such elevations, with reference to the streets of 
said city, and on such locations as are shown on plans and profiles 
prepared by said railroad company, and approved by the Commission- 
ers of the District of Columbia, and as hereinafter specified; it being 
the purpose of this Act that the said railroad shall be located under 
Sixth street southeast, Fifth street southeast, Fourth street southeast, 
Third street southeast, and Second street southeast, in a tunnel as afore- 
said; that New Jersey avenue shall be carried over said railroad on an 
iron or steel bridge; and that said railroad shall be carried over South 
Capitol street, Delaware avenue, First street southwest, Second street 
southwest, Third street southwest, Four-and-a-half street southwest, 
Sixth street southwest, Seventh street southwest, Maryland avenue, 
and B street southwest, and that Ninth street southwest, Tenth street 
southwest, Eleventh street southwest, and Twelfth street southwest 
shall be carried over said railroad on iron or steel bridges. The rail- 
road shall also be carried over Water street southwest. 



152 UNION .RAILROAD STATION. 

REMOVAL OF TRACKS FROM SIXTH, K, AND CANAL STREETS. 

Sec. 2. That the said Baltimore and Potomac Railroad Company be, 
and it is hereby, required to remove its present eastern connection 
between its passenger station and its line on Virginia avenue via Sixth 
street, including all tracks on Sixth street, and its western connection 
via Maryland avenue, and to change and relocate its tracks connecting 
with the new terminus contemplated by this Act, in the manner author- 
ized and provided by the preceding section hereof, and as shown on 
the plans and profiles in said section referred to, and also shall remove 
its tracks from K street and Canal street, east of New Jersey avenue 
southeast; and said tracks which are to be abandoned shall be removed 
within sixty days after the new track is ready for use, and the road- 
way of said Sixth street between B street south and B street north 
shall be provided with a modern pavement at the expense of said rail- 
road company, to the satisfaction of the Commissioners of the District 
of Columbia. 

STATION BUILDING. 

Sec. 3. That in order to accommodate the increasing passenger, 
mail, express, and other traffic in the city of Washington the said 
Baltimore and Potomac Railroad Company shall have and be possessed 
of the right, which is hereby granted and conferred, to occupy and 
use, on the conditions hereinafter mentioned, that portion of the Mall 
lying between B street southwest and B street northwest as the south- 
erly line of said B street northwest is hereinafter defined, and between 
the west line of Sixth street and a line drawn parallel therewith and 
three hundred and forty feet west thereof, and to erect and maintain 
thereon a station building and appurtenances, train sheds, and tracks 
and sidings in connection therewith suitable and adequate for the con- 
venient accommodation of said traffic; and the said Baltimore and 
Potomac Railroad Company shall, in connection with its occupation 
and use of the portion of the Mall hereby granted, locate, construct, 
and maintain beneath its tracks and structures on the line of West 
Capitol street, as shown on the city maps, a substantial arch or arches 
not less than two hundred feet in width, as a public passageway for 
vehicular and pedestrian traffic (as shall be approved by the Commis- 
sioners of the District of Columbia), which shall be so constructed as 
to afford roadways and sidewalks; and the said company shall also pave 
the said passageways at the time of their construction to the satisfaction 
of the Commissioners of the District of Columbia, but thereafter the 
maintenance of the pavement and roadways shall devolve upon the 
said District of Columbia. The station building to be erected on the 
Mall shall cost not less than one million five hundred thousand dollars, 
inclusive of the car sheds, which shall be of ornamental or monumental 
character, and shall be designed, so far as practicable, so as not to 
impair the appearance of the Mall; the plans thereof to be approved 
by the Secretary of War: Provided, That upon the lands on the Mall 
hereby granted to the use of the Baltimore and Potomac Railroad 
Company no freight depot, warehouse, or other structure, except such 
as is necessary to its use as the site of a passenger station, snail be 
erected; and that no tracks, except such as are necessary to the service 
of such passenger station, shall be laid or operated on said land. 



UNION RAILROAD STATION. 153 



TEMPORARY TRACKS. 

Sec. 4. That if it should at any time be deemed necessary or advis 
able, in the construction of the works herein authorized, to lay tem- 
porary tracks on any street or avenue to accommodate the business of 
the Baltimore and Potomac Railroad Company pending the completion 
of such works, the said company may lay such temporary tracks, sub- 
ject to the approval and under the direction of the Commissioners of 
the District of Columbia, and shall remove the same and restore every 
such street or avenue to its former condition, to the satisfaction of 
said Commissioners, within sixty days after the time fixed for the com- 
pletion of the works herein authorized. 

REMOVAL OF FISH COMMISSION BUILDING. 

Sec. 5. That the United States Fish Commission building and appur- 
tenances, now located on that part of the Mall hereby granted to said 
Baltimore and Potomac Railroad Company, shall be removed there- 
from and rebuilt on the said Mall west of the portion thereof so granted 
to said railroad company, under the directions of, and according to 
plans approved by, the Chief of Engineers of the United States Army; 
and the cost of such removal and rebuilding shall be defrayed by the 
said Baltimore and Potomac Railroad Company to an amount not 
exceeding forty thousand dollars: Provided, That the expense of such 
removal and rebuilding in excess of forty thousand dollars shall be 
paid by the United States. 

RETAINING WALLS. 

Sec. 6. That in elevating or depressing its tracks, as hereinbefore 
authorized, the said railroad company is hereby required to support 
the sides of all embankments and excavations made in the streets 
wherein the same are located with suitable retaining walls of stone. 
These walls, in cases of excavation, shall be carried to a height of four 
feet above the revised grades of said streets, or shall be provided with 
suitable iron railings. The space to be occupied and used by the said 
railroad companjr where its tracks are depressed on Maryland avenue 
shall not exceed fifty-eight feet between the inside faces of the parallel 
retaining walls, measured at the level of the said tracks, as shown on 
said plans and profiles. 

STREETS TO BE VACATED. 

Sec. 7. That to enable said Baltimore and Potomac Railroad Com- 
pany to effect the revision, change, and improvement in the alignment 
and grade of its railroad, and the relocation of parts thereof as author- 
ized and contemplated by this Act, the following-named streets and 
crossings in said city of Washington shall be, upon the completion of 
the work herein authorized, completely vacated and abandoned for 
public use, namely: 

Canal street, as located and shown on the city maps, between South 
Capitol street and New Jersey avenue. 

(x street southeast and H street southeast, between South Capitol 
street and New Jersey avenue. 



154 UNION RAILROAD STATION. 

I street southeast, between First and South Capitol streets. 

Virginia avenue, on the south side of the said railroad, between 
Second street and Four-and-a-half street southwest, and on the north 
side of the said railroad between Four-and-a-half street and Seventh 
street southwest. 

Maryland avenue, on the south side of said railroad, between Ninth 
and Tenth streets southwest. 

Maryland avenue, between Twelfth and Fourteenth streets south- 
west; and in consideration of, and in connection with, the vacation of 
said portion of Maryland avenue between Twelfth and Fourteenth 
streets southwest, the said railroad company shall acquire and dedicate 
to the District of Columbia the necessary property to increase the 
present width of D street southwest, between Twelfth and Fourteenth 
streets southwest, thirty feet on the south side thereof. 

Thirteenth and Thirteen-and-a-half streets, between D and Water 
streets southwest, and 

E street southwest, between Twelfth street southwest and Water 
street. 

The following-named streets are hereby vacated and abandoned, 
namely: 

F street southwest and E street southwest, where they cross the said 
railroad; 

D street southwest, between Four-and-a-half and Sixth streets 
southwest; 

C street southwest, between Sixth and Seventh streets southwest: 
Provided, however, That nothing herein contained shall be construed 
to prohibit the public authorities from entering upon vacated and 
abandoned streets and avenues for the purpose of locating, construct- 
ing, maintaining, or repairing therein sewers, water mains, gas mains, 
conduits, or other underground construction necessary for the public 
comfort, convenience, or health: And provided further, That no por- 
tion of any street shall be closed under authority of this Act until said 
railroad company shall have secured control of the property abutting 
upon said portion to be closed, it being the intent hereof that no prop- 
erty owner shall be deprived of egress from or ingress to his property. 

CHANGES IN GRADE; WIDENING B STREET. 

The Commissioners of the District of Columbia are hereby author- 
ized and directed to make all such changes in the lines and grades of 
any street or streets in said city as may be reasonably required or 
deemed necessary or advisable in connection with the revision, change, 
improvement, and partial relocation of said railroad by this Act con- 
templated, and particularly are authorized and directed to widen B 
street northwest, on its southerly side, between Sixth and Seventh 
streets, so as to conform to the southerly line of said street as it now 
exists west of Seventh street, and to widen Seventh street on its east- 
erly side between B street northwest and the northerly line of West 
Capitol street, as shown on the city maps, as follows: For a distance 
of one Imndred and thirty feet south from the southerly line of said B 
street northwest, when widened as herein authorized, to a width of 
two hundred and twenty feet, and for the residue of the distance to 
the northerly line of West Capitol street to a width not exceeding one 
hundred and thirty feet. 



UNION RAILROAD STATION. 155 

GARFIELD PARK. 

Sec. 8. That in consideration of and in connection with the changes 
and improvements to be made in the said railroad by the Baltimore and 
Potomac Railroad Company, in conformity with the requirements of 
this Act, the said railroad company shall have and be possessed of the 
right and privilege, which are hereby expressly granted and conferred, 
to occupy and use, for tracks and other corporate purposes, all that 
portion of reservation seventeen, now known as Garfield Park, which 
lies to the southward of its main tracks when located as authorized by 
this Act, as well as that portion thereof which shall be occupied by 
said main tracks as located on said plans and profiles; and also the like 
right and privilege to occupy and use, for similar purposes, the parts 
or portions of the several streets and crossings which are by this Act 
vacated and abandoned. 

DIVISION OF COSTS. 

Sec. 9. That the entire cost and expense of the revision, changes, 
relocations, and improvements of and in said railroad, as authorized 
and required by the preceding sections of this Act, and of all struc- 
tures connected therewith or incidental thereto, shall be borne, paid, 
and defrayed in manner following, to wit: The said Baltimore and 
Potomac Railroad Company shall bear, pay, and defray all cost and 
expense of the relocations, elevation, and depression of its tracks 
within the limits of its right of way as are authorized and required by 
this Act, including the construction of so much of the bridges convey- 
ing streets over its tracks, right of way, and other property as shall 
be within the limits thereof, and the reconstruction within such limits 
of the streets which shall be carried beneath the same, the cost and 
expense of removing its tracks from Sixth street north of Virginia 
avenue, and from K street and Canal street, and the restoration of 
such parts of said streets for the uses of the public, and the cost and 
expense of constructing and maintaining the arch or arches for pas- 
sageways underneath its said tracks located on the Mall, as well as the 
original cost of paving the roadways and sidewalks to be located 
within the said passageways. All other costs, expenses, and damages 
resulting from, incidental to, or connected with the revisions, changes, 
and improvements in alignment and grades of said railroad, or the 
relocations thereof by this Act required and authorized, and from 
changes in the grades of the streets or the railroad, and the lawful 
operation of the said railroad upon the location and structures con- 
templated and required by this Act, and whether to property owners 
affected thereby or otherwise, as well as the cost and expense of all 
street approaches to said company's tracks and right of way, whether 
overhead by means of bridges or under grade, shall be borne, paid, 
and defrayed in manner following, to wit: Fifty per centum thereof 
by the United States and the remaining fifty per centum thereof by 
the District of Columbia, which last-mentioned fifty per centum shall 
be levied and assessed upon the taxable property and privileges in 
said District other than the property of the United States and of the 
District of Columbia. 

All work within the limits of the said railroad company's right of 
way, including the bridges within said limits, shall be done by said 



156 UNION RAILROAD STATION. 

railroad company to the satisfaction and approval of the Commission- 
ers of the District of Columbia, who are authorized to exercise such 
supervision over the same as may be necessary to secure the proper 
construction and maintenance of the said work. And all work which 
is without the limits of the right of way of said railroad company shall 
be done by the District of Columbia. 

PROPERTY TO BE ACQUIRED BY PURCHASE OR CONDEMNATION. 

Sec. 10. That to enable the Baltimore and Potomac Railroad Com- 
pany to effectuate the purposes contemplated and authorized by this 
Act, the said company be, and they are hereby, authorized and empow- 
ered to acquire, either by purchase or condemnation, as hereinafter 
provided, and, when so acquired, to use the same for tracks and other 
corporate purposes, and make all such improvements thereon and 
thereto as may be deemed necessary, the following properties, to wit: 
All of squares four hundred and sixty -two, four hundred and sixty- 
three, four hundred and sixty-three south, and four hundred and ninety- 
three; and also as much land as may be required for tracks and other 
corporate purposes which lies to the south of the present main tracks 
of the company between South Capitol and First streets southeast and 
north of the northerly line of M street: Provided, however, That if 
land shall be acquired south of the present railroad yards and between 
South Capitol and First streets southeast as in this section authorized 
the said railroad company shall, when so required by the Commission- 
ers of the District of Columbia, make adequate and suitable provision 
for carrying such streets as may intersect the same across the tracks 
which shall be located thereon by overhead bridges in a manner satis- 
factory to the said Commissioners: Provided further, That the cost 
and expense of raising grades of streets and all approaches to such 
bridges shall be borne and defrayed by the District of Columbia and 
the United States, as hereinbefore provided. 

In case the said Baltimore and Potomac Railroad Company can not, 
for any reason, agree with the owner or owners for the purchase, use, 
or occupation of any of the land it is authorized to acquire by purchase 
or condemnation, then the same may be acquired by the said company 
in the same manner and by the same procedure as are provided by 
sections six hundred and forty-eight to six hundred and sixty-three, 
both inclusive, of the Revised Statutes, relating to the District of 
Columbia: Provided, That in every case in Which an assessment of 
the damages or an award shall have been returned by the appraisers 
the company, upon paying into court the amount so assessed or 
awarded, may enter upon and take possession of the land and property 
covered thereby irrespective of whether exceptions to said assessment 
or award shall be filed or not, and the subsequent proceedings shall 
not interfere with or affect such possession, but shall only affect the 
amount of the compensation to be paid. And it shall be lawful for 
said Baltimore and Potomac Railroad Company to extend and con- 
struct, from time to time, branch tracks or sidings from the lines of 
railroad authorized by this Act into any lot or lots adjacent to any 
street or avenue along which said lines of railroad are located, upon 
the application of the owner or owners of such lot or lots, to enable 
such owners to use their property for the purposes of coal, wood, or 
lumber yards, manufactories, warehouses, and other business enter- 



UNION RAILROAD STATION. 157 

prises: Provided, however, That no grade crossing of any street or 
avenue within the city of Washington shall be thereby created, but 
such connecting tracks shall be carried across such street or avenue in 
such manner as not to obstruct the free use thereof, and the plans 
of such connecting tracks shall in every case be first filed with and 
approved by the Commissioners of the District of Columbia: Provided 
further, That as to square southeast of square two hundred and sixty- 
seven and square two hundred and seventy the Southern Railway 
Company (a railroad corporation of the State of Virginia, whose trains 
now move and are expected to continue to move to and from Wash- 
ington over the tracks of the said Baltimore and Potomac Railroad 
Company and Washington Southern Railroad Company under agree- 
ments existing or hereafter to be made with the last-named companies 
granting the necessary right therefor) and its successors shall have the 
same rights of acquisition by purchase or condemnation, to be exer- 
cised under the same conditions, as are in this Act provided for the 
acquisition of additional land by the Baltimore and Potomac Railroad 
Company; and such squares when so acquired may be used by said 
Southern Railway Company and its successors to accommodate the 
handling and delivery of local freight traffic and for its other corporate 
purposes in the District of Columbia. 

LONG BRIDGE. 

Sec. 11. That inasmuch as the present Long Bridge over the Poto- 
mac River is inadequate for the accommodation of the largely increased 
railroad and vehicular traffic, is in a measure obstructive of navigation, 
and needs to be reconstructed, the Baltimore and Potomac Railroad 
Company is hereby directed and required to remove the present Long 
Bridge across the Potomac River, and, in accordance with plans to be 
approved by the Secretary of War, to build on practically the same 
line a new bridge in lieu thereof, said new bridge to be for railroad 
purposes only and to be adapted for two or more railway tracks, the 
Long Bridge to be removed and the new bridge constructed within 
four years from the date of the passage of this Act. The said Balti- 
more and Potomac Railroad Company shall remove the Long Bridge 
and shall build, maintain, and keep in repair said new bridge at its 
own cost and expense, and shall maintain an efficient draw in said new 
bridge, operating the same so as not to unnecessarily impede the free 
navigation of the Potomac River at any hour of the day or night, and 
shall give other railroad companies the right to pass over said bridge 
upon such reasonable terms as may be agreed upon between the com- 
panies or prescribed by Congress. 

PASSENGER BRLDGE. 

Sec. 12. That the Secretary of War be, and he is hereby, authorized 
to enter into a contract with the Baltimore and Potomac Railroad Com- 
pany or any other party to construct within two years after the passage 
of this Act, at a point not less than iive hundred feet above the site of 
the present Long Bridge, a new and substantial bridge for highway 
travel, of iron or steel, resting upon masonry piers and provided with 
suitable approaches, and with a sufficient draw, all in accordance with 
plans and specifications to be approved by the Secretary of War; and 



158 UNION RAILROAD STATION. 

there is hereby appropriated (one-half out of the revenues of the Dis- 
trict of. Columbia and one-half out of any money in the Treasury not 
otherwise appropriated) the sum of five hundred and sixty-eight thou- 
sand dollars, or so much thereof as may be necessary, to be paid from 
time to time, as the construction of the said bridge progresses, by the 
Secretary of War, under such regulations as he shall prescribe. 

The said bridge shall be for highway traffic, and all street railroads 
chartered or that may hereafter be chartered by Congress shall have 
the right to cross said bridge on such terms as may be prescribed by 
Congress: Provided, That the Washington, Alexandria and Mount 
Yernon Railway Company now using the Long Bridge shall be per- 
mitted, with the approval of the Commissioners of the District of 
Columbia, to change its location so as to cross the highway bridge 
herein provided for; all plans for such change to be approved by the 
Commissioners of the District of Columbia and the Chief of Engineers 
of the United States Army: And provided further, That a standard 
underground electric system of street car propulsion shall be installed 
by said company on the park highway leading to said bridge, and no 
dynamo furuishing power to this portion of the road shall be in any 
manner connected with the ground, and that the cost of asphalt paving 
between the tracks and two feet outside thereof shall be paid by said 
company. Each street railway company using said bridge shall pay in 
addition to other taxes as by its charter provided, one-half of one 
cent for each and every passenger carried across said bridge. 

PLANS TO BE SUBMITTED TO DISTRICT COMMISSIONERS. 

Sec. 13. That before any portion of the work herein described shall 
be authorized plans and profiles of the entire work, except such as 
relate to the new bridges authorized by sections eleven and twelve, in 
accordance with the provisions herein contained, shall be prepared by 
the said Baltimore and Potomac Railroad Company and shall be sub- 
mitted for approval to the Commissioners of the District of Columbia. 
Duly authenticated copies of said plans and profiles shall, after approval, 
be filed with the Commissioners aforesaid, and all work shall be done 
in accordance with them and shall be completed within five years from 
the date of the passage of this Act. The company shall also deposit 
with the collector of taxes of the District of Columbia such sums of 
money as the Commissioners of said District may reasonably require 
to cover the cost of District inspection. 

TAXATION. 

Sec. 14. That the property occupied by the Baltimore and Potomac 
Railroad Company under authority of this Act, together with the 
improvements which may be put thereon, shall be subject to tax by 
the District of Columbia the same as other property in the District of 
Columbia: Provided, That no assessment, valuation, or tax shall be 
made, laid, or levied on the Baltimore and Potomac Railroad Company 
on account of any bridges, tunnels, elevated tracks, or subway which 
shall be located, constructed, or maintained under the authority of this 
Act, and forming part of said railroad, in excess of that which would 
or could be lawfully made, laid, or levied if said railroad was wholly 
located and constructed on the surface of the ground; it being the 



UNION RAILROAD STATION. . 159 

true intent and meaning hereof that any such bridges, tunnels, elevated 
tracks, or subway forming a part of said railroad shall be assessed and 
valued for purposes of taxation and taxed on the same basis as any 
other equal portion of railroad situated within the said District of 
Columbia not constructed on, in, through, or upon any such bridges, 
tunnels, elevated tracks, or subway. 

RIGHTS OF SUCCESSION. 

Sec. 15. That all the provisions of this Act, including all rights, 
powers, and privileges granted to, or duties imposed upon, said Balti- 
more and Potomac Railroad Company, shall accrue to and devolve 
upon its successors and assigns; and in case the said Baltimore and 
Potomac Railroad Company, its capital stock, properties, corporate 
rights, powers, privileges, immunities, and franchises, shall be merged 
into or consolidated with the Philadelphia, Wilmington and Baltimore 
Railroad Company, or any other railroad corporation, to which the 
assent of Congress is hereby given, then and in that event the com- 
pany which shall, by such merger or consolidation, so acquire the same 
shall be invested with and possessed of all the rights, powers, property, 
and privileges of said Baltimore and Potomac Railroad Company within 
the District of Columbia, as well those granted by this Act as those 
heretofore existing, and shall have and exercise all the necessary 
rights, powers, and franchises respecting the same as fully as they 
would have been possessed and exercisable by said Baltimore and 
Potomac Railroad Company. 

REPEAL OF CONFLICTING ACTS. 

Sec. 16. That all laws or parts of laws inconsistent herewith be, and 
they are hereby, repealed. 

RESERVED RIGHTS OF CONGRESS. 

Sec. 17. That Congress reserves the right to alter, amend, or repeal 
this Act. 
Approved, February 12, 1901 



UNION RAILROAD STATION. 1(51 



Baltimore and Ohio Railroad Company — Act approved February 

1<2, 1901. 



[Public— No. 50.] 

An Act To provide for eliminating certain grade crossings of rail- 
roads in the District of Columbia, to require and authorize the construction of new 
terminals and tracks for the Baltimore and Ohio Railroad Company in the city of 
Washington, and for other purposes. 

Be it enacted by the Senate and House of Representatives of the United 
States of America in Congress assembled, That the Baltimore and Ohio 
Railroad Company, and the terminal company incorporated as provided 
in this Act, be, and each of them is hereby, empowered and authorized 
to locate, construct, maintain, and operate new terminals and new lines 
of railroad to accommodate the traffic of the said Baltimore and Ohio 
Railroad Company, in connection with its Washington Branch Railroad 
and Metropolitan Branch Railroad within the District of Columbia 
and in the city of Washington, as hereinafter provided. The said 
new terminals and terminal tracks shall occupy the streets, avenues, 
public reservations, and property belonging to the United States, 
and such of the lands and property belonging to others as may be 
acquired by either of said companies, situate and lying within the area 
bounded as follows, to wit: Beginning at the intersection of the south 
line of H street north and a line forty feet from the east building line 
of Delaware avenue and parallel thereto; thence along said line parallel 
to the easterly building line of Delaware avenue and forty feet there- 
from to the west line of First street east; thence by said west line of 
First street east to the north line of C street north; thence by said 
north line of C street north to the east line of North Capitol street; 
thence north by said east line of North Capitol street to the south line 
of Massachusetts avenue; thence by a straight line to the intersection 
of the west line of First street east and the south line of H street north; 
thence to the point of beginning, or so much of this area as may be 
found to be necessary for proper terminal facilities and agreed upon 
between the Baltimore and Ohio Railroad Company and the Commis- 
sioners of the District of Columbia: Provided, That no portion of any 
street shall be closed under authority of this Act until said railroad 
company shall have secured control of the property abutting upon 
said portion to be closed, it being the intent hereof that no property 
owner shall be deprived of egress from or ingress to his property. 

The main lines of railroad connecting said new terminals and terminal 
tracks with the present lines of railroad of said Washington Branch and 
said Metropolitan Branch shall be located as follows : From the south 
side of H street said lines shall run by a masonry viaduct of width suf- 
ficient for five tracks, but not exceeding in width eighty feet, with such 
turn-outs and sidings to adjoining property as may at any time here- 
after be constructed under the authority of this Act, northerly along 
the middle of Delaware avenue to the north line of M street; thence 
northerly still in Delaware avenue, with five main tracks, but with the 
right to locate and construct sidings in Delaware avenue to and into 
adjoining property, including all of square numbered seven hundred 
and forty-eight, and crossing Florida avenue overhead by means of a 
two-span plate-girder bridge, or by masonry arches, to the north side 

V R S 11 



162 UNION RAILKOAD STATION. 

of Florida avenue; thence by diverging lines crossing over New York 
avenue by means of a two -span plate-girder bridge or bridges over the 
same, or by masonry arches; the one line, with two or more tracks, 
by the most practicable route in a general northeasterly direction, to 
a point of connection with the present tracks of the Washington Branch 
Railroad north of Winthrop Heights Station, and the other line, with 
two or more tracks, in a northerly direction by the most practicable 
route, to a point of connection with the present tracks of the said 
Metropolitan Branch Railroad at or near Rhode Island avenue extended. 

Sec. 2. That said companies be, and each of them is hereby, author- 
ized and empowered to locate, construct, maintain, and operate, out- 
side of the city limits and south of V street, yard tracks, switches, 
roundhouses, shops, and other structures necessary or proper for the 
accommodation of locomotives and cars for the conduct of its business 
or for the purposes of a freight yard; and also to locate, build, main- 
tain, and operate, beyond the city limits, a branch track or U Y" for 
the passage of trains directly to and fro between the Metropolitan 
Branch and the Washington Branch without entering the city: Pro- 
vided, That said roundhouses and shops shall be located within said 
" Y" as far eastwardly as in the judgment of the Commissioners of 
the District of Columbia it is practicable. 

Sec. 3. That to accomplish the purposes of this Act the following- 
named streets in the subdivision of Eckington east of the right of way 
of the Metropolitan Branch of the Baltimore and Ohio Railroad Com- 
pany shall be completely vacated and abandoned by the public and 
closed to public use, namely : Q, R, Third between New York avenue 
and Florida avenue, Fourth, Fifth, and Randolph streets; S and Seaton 
streets west of Sixth street; and Sixth street south of U street and 
Seventh street between New York avenue and Brentwood road shall 
not be opened. The Brentwood road shall also be closed between 
S street and Florida avenue. New York avenue and Florida avenue 
shall be carried under said railroad, as provided in the first section of 
this Act. T and Y streets shall be carried under by a subway, or over 
the Metropolitan Branch Railroad by a bridge or viaduct. Between 
the north line of M street and the south line of G street all the tracks 
hereinbefore authorized shall be elevated and carried on a masonry 
viaduct, which said viaduct shall be so constructed with arches or 
bridges as to permit each and every intersecting street or avenue in 
the city to be passed and continued under the same through arched 
openings or spaces of sufficient clearance to permit the free and unob- 
structed use of said streets and avenues, in the form and manner and 
of the dimensions shown and indicated on the plan and profiles agreed 
upon between the said Baltimore and Ohio Railroad Company and the 
Commissioners of the District of Columbia, and now on file in the office 
of the Engineer Commissioner: Provided, That M street may be crossed 
by a metal bridge instead of a masonry arch, if desired, in order to 
avoid any change in the grade of said street. 

The following-named streets within the city limits shall be completely 
vacated, abandoned, and closed, namely: N street, between Second 
street east and Third street east, and Delaware avenue shall be closed 
and abandoned between the south line of Florida avenue and the north 
line of M street; E street between First street and North Capitol street; 
D street between First street and North Capitol street, and Delaware 
avenue between F street and C street, it being the intention of this Act 



UNION EAILROAD STATION. 163 

that all streets, avenues, ways, and alleys within the area to be occupied 
and used for terminals and terminal tracks, as shown on said plan filed 
in the office of the Engineer Commissioner, shall be completely vacated, 
abandoned, and closed, and the use thereof and of any public reserva- 
tion or street spaces of the United States within said area be granted 
to the said railroad company or terminal company constructing such 
terminals for the purposes of the same, except that Massachusetts 
avenue and F street shall be carried under said terminals by means of 
arches, in accordance with plans approved by the Commissioners of the 
District of Columbia. 

The Commissioners of the District of Columbia are hereby author- 
ized and directed to cause all streets, avenues, ways, and alleys to be 
closed, as provided in this Act and in accordance with the intent 
thereof; and also to make such changes in the existing lines and 
grades of any street, avenue, or way as may be reasonably required, 
deemed necessary, or advisable in the construction of the works hereby 
authorized. 

That such portions of the structures carrying T and V streets over 
and under the tracks of the Baltimore and Ohio Railroad Company as 
lie within the limits of the right of way of said company shall be built 
and paid for by said company ; and that so much of the change of 
grade at M street and Florida avenue as may be necessary to carry 
said highways under the line of the railroad within the limits of the 
right of way of said company shall be paid for by the railroad com- 
pany. The approaches, however, to said T street, V street, Florida 
avenue, and M street, and all of the work not within the right of way 
at said points shall be made and constructed by and under the super- 
vision pi the Commissioners of the District of Columbia and paid for 
from funds available for the purpose. 

Sec. 4. That the Baltimore and Ohio Railroad Company shall, before 
taking possession of the ground now owned by the United States in 
square six hundred and eighty -three, secure and convey to the United 
States a tract of ground containing not less than twenty-one thousand 
square feet, which location shall be subject to the approval of the Com- 
missioners of the District of Columbia and the Sergeant-at-Arms of 
the United States Senate, and locate thereon a fire-engine house at a 
cost of not less than thirty thousand dollars and stables at a cost of not 
less than fifteen thousand dollars; or, if said company prefers, it may 
have the said buildings erected by the Commissioners of the District 
of Columbia by depositing the amounts stated above with the said 
Commissioners and Sergeant-at-Arms, respectively, and when such 
buildings have been accepted by the District of Columbia and the 
Sergeant-at-Arms of the Senate, respectively, or the amounts necessary 
for their construction deposited as aforesaid, it shall have authority to 
remove said structures on the ground aforesaid. And the Baltimore 
and Ohio Railroad Company shall have the right to condemn such land 
in the city as is hereinbefore required, and for said purposes the pro- 
visions of section eleven of this Act are hereby made applicable to the 
provisions of this section. 

Sec. 5. That in addition to the main or terminal station or depot, 
to be located as hereinbefore provided, the Baltimore and Ohio Rail- 
road Company, or the terminal company incorporated as provided in 
this Act, may from time to time hereafter construct, establish, and 
maintain such additional stations or depots, for passengers or freight, 



164 UNION KAILROAD STATION. 

as the company may deem necessary or useful in the conduct of its 
business, or for the accommodation of the freight and passenger traffic 
passing over the lines of railroad authorized by this Act, at such point 
or points within said District as the Commissioners of the District of 
Columbia shall approve: Provided, That no such station or depot within 
the city limits shall be located east of Second street east, and west of 
North Capitol street, and it shall be lawful for either of said companies 
to acquire, by gift, purchase, or condemnation, any land adjacent to 
any street or avenue along or upon which the lines of railroad and 
works hereby authorized shall be located, and hold and improve the 
same in such manner as it may deem necessary or beneficial to accom- 
modate or promote the traffic on said railroad, and to extend and 
construct tracks of railroad into and upon any lands so acquired and 
connect the same with the tracks on such adjacent street or avenue: 
Provided, however, That no grade crossing of any street or avenue 
within the city of Washington shall be thereby created, but such con- 
necting tracks shall be elevated and carried over the portion of such 
street or avenue crossed in such manner as not to obstruct the free use 
thereof, and the plans of such connecting tracks and elevated structure 
shall in every case be first filed with and approved by the Commis- 
sioners of the District of Columbia. And it shall be lawful for said 
companies, or either of them, subject to the same conditions and 
restrictions, to extend and construct, from time to time, branch tracks 
or sidings from the lines of railroad authorized by this Act into any 
lot or lots adjacent to any street or avenue along which said lines of 
railroad are located, upon the application of the owner or owners of 
such lot or lots, to enable such owners to use their property for the 
purposes of coal, wood, or lumber yards, manufactories, warehouses, 
and other business enterprises. % 

Sec. 6. That if it should at any time be deemed necessary or advis- 
able in the construction of the works hereby authorized to lay tempo- 
rary tracks on any street or avenue to accommodate the business of 
the Baltimore and Ohio Railroad Company pending the completion 
of such works, the said company m&y lay such temporary tracks, sub- 
ject to the approval and under the direction of the Commissioners of 
the District of Columbia, and shall remove the same and restore every 
such street or avenue to its former condition, to the satisfaction of 
such Commissioners, within sixty days after the time fixed for the 
completion of the works hereby authorized. 

Sec. 7. That it is the intention of this Act that the location and 
construction of the new terminals, terminal tracks, viaduct, and rail- 
road lines hereby authorized within the city of Washington shall be 
substantially in accordance with the plans agreed upon by and between 
the Commissioners of the District of Columbia and the Baltimore and 
Ohio Railroad Company, which plans, with the accompanying draw- 
ings, maps, and tracings, signed by the Commissioners and by the 
chief engineer of such railroad company, are filed in the office of the 
Engineer Commissioner of said District; but that the company con- 
structing said works shall be authorized to make such minor changes 
or modifications of or departures from said plans, drawings, maps, 
and tracings as it may reasonably require or deem necessary, advisable, 
or advantageous and as the Commissioners shall approve and agree to* 
and in case of any change or modification of or departure from the 
present plans the Baltimore and Ohio Railroad Company shall submit 



UNION RAILROAD STATION. 165 

the new plans to the said Commissioners for their approval, and shall 
file duly authenticated copies of said plans, after approval, with the 
Commissioners. 

All work of construction authorized by this Act which shall affect in 
any way the existing streets or avenues of the city or District not hereby 
abandoned and closed shall be done to the satisfaction and subject to 
the approval of the Commissioners of the District of Columbia, who 
are authorized to exercise such supervision over the same as may be 
necessary to secure the proper construction and maintenance thereof. 
The company shall also deposit with the collector of taxes of the Dis- 
trict of Columbia such sums of money as the Commissioners of said 
District may reasonably require to cover the cost of District inspection. 

Sec. 8. That of the works hereby authorized the viaduct and main 
lines of railroad thereon and extending therefrom to their points of 
connection with the Washington Branch Railroad and Metropolitan 
Branch Railroad, respectively, shall be completed, and said new ter- 
minals shall be ready for occupancy, within five years from the date 
of the passage of this Act. 

From and after the expiration of Hve years from the date of the 
passage of this Act all rights of the Baltimore and Ohio Railroad Com- 
pany to maintain and operate the present tracks of its Washington 
Branch Railroad within the limits of the city of Washington, and the 
present tracks of its Metropolitan Branch Railroad south of the north- 
ern line of New York avenue, also extending from the north line of 
New York avenue to the north line of Q street, and west of the east 
line of Third street to said north line of New York avenue, shall cease 
and determine; and the said railroad company shall thereupon, within 
such reasonable time as the Commissioners of the District of Columbia 
shall prescribe, remove all such tracks and structures connected there- 
with from the streets, avenues, public reservations, or other property 
of the United States on all the lines to be abandoned as aforesaid. Said 
Baltimore and Ohio Railroad Company shall also immediately execute, 
acknowledge, and deliver to the Commissioners of the District of 
Columbia a deed, in due form of law, granting, conveying, assigning, 
and transferring to the United States of America all the estates, right, 
title, and interest that it, the said Baltimore and Ohio Railroad Com- 
pany, has in, to, or out of the lands included within the limits of the 
roadway or right of way of the Washington Branch Railroad of said 
company from the west line of Second street to Winthrop Heights 
station and of the Metropolitan Branch for the continuation of Third 
street from Q street south to New York avenue, of an even width as 
north of Q street, subject, however, as to so much of said lands as lie 
north of Florida avenue and outside of the limits of the city of Wash- 
ington, to the continued maintenance and use of the present tracks of 
said railroad company thereon, for the purpose of reaching its yard 
and roundhouse at Trinidad, until its new yard in or near Eckington 
and its roundhouse, authorized by this Act, shall be ready for use, but 
not exceeding six }^ears from the date of the passage of this Act; said 
company, however, to have the right to remove its tracks and struc- 
tures from the lands so granted within sixty days after the expiration 
of its right to maintain and use its tracks thereon. 

In consideration of the surrender by the Baltimore and Ohio Rail- 
road Company, under the requirements of this Act, of its rights under 
the several Acts of Congress heretofore passed, and under its several 



166 UNION EAILEOAD STATION. 

contracts with the municipal authorities of the city of Washington 
authorized by said Acts of Congress, and in consideration of the large 
expenditures required for the construction of the new terminals, via- 
duct, and connecting railroads, as required by this Act, to avoid all 
grade crossings of streets and avenues within the city of Washington, 
and, further, in consideration of the grant and conveyance to the 
United States of the lands included within the limits of the roadway 
and right of way of the Washington Branch Railroad, which can be 
used for a street or avenue for the public benefit, the sum of one 
million live hundred thousand dollars, to be paid to said railroad com- 
pany toward the cost of the construction of said elevated terminals, 
viaduct, and structures within the city of Washington, shall be, and 
is hereby, appropriated, one half to be paid out of any money in the 
Treasury of the United States not otherwise appropriated, the other 
half to be paid out of the revenues of the District of Columbia. The 
sum so appropriated shall be paid upon presentation of a certificate 
by the Commissioners of the District of Columbia that the said viaduct 
has been completed as required by this Act. 

In order to provide for the one half of said amount chargeable to the 
District of Columbia, the Commissioners thereof shall, on the first day 
of July following the passage of this Act, and annually thereafter, pay 
over to the Treasurer of the United States, out of the revenues of the 
District of Columbia, the sum of one hundred and fifty thousand dol- 
lars, to be invested by the said Treasurer in interest-bearing bonds of 
the United States or the District of Columbia, until the full sum of 
seven hundred and fifty thousand dollars, as provided herein, shall have 
been paid. 

Sec. 9. That the property occupied by the Baltimore and Ohio 
Railroad Company, or by the proposed terminal company, under 
authority of this Act, together with the improvements which may be 
put thereon, shall be subject to tax by the District of Columbia the 
same as other property in the District of Columbia: Provided, That 
no assessment, valuation, or tax shall be made or levied on the railroad 
or terminals located, constructed, or maintained under the authority of 
this Act in excess of that which would or could be lawfully made, laid, 
or levied if said railroad and terminals were so located, constructed, 
and maintained without the use of bridges, viaducts, retaining walls, 
and other structures necessary or properly employed to elevate the 
same as required by this Act, it being the true intent and meaning 
hereof that the railroad and terminals hereby authorized shall be 
assessed and valued for purposes of taxation and taxed on the same 
basis as if the same were not constructed and maintained by means of 
such bridges, viaducts, retaining walls, and other structures. 

Sec. 10. That if, for the purpose of constructing and owning the 
terminals, viaduct, railroads, depots, stations, and other works author- 
ized by this Act, or any part thereof, the Baltimore and Ohio Railroad 
Company shall deem it expedient or advisable that a terminal company 
in its interest be created and organized in the District of Columbia, 
the said Baltimore and Ohio Railroad Company, or some person thereto 
authorized on its behalf by resolution of its president and directors, 
together with other persons not less than seven in number, of whom a 
majority shall be residents of the District of Columbia, shall cause 
a certificate of incorporation to be executed and recorded in accord- 
ance with the provisions of the general incorporation Act of Congress 



UNION RAILROAD STATION. 16? 

for the District of Columbia relating to railroad companies, being sec- 
tions six hundred and eighteen to six hundred and seventy-six, both 
inclusive, of the Revised Statutes relating to the District of Columbia, 
with such capital stock, not to exceed five million dollars fully paid 
up, and under such corporate name as may be set forth in such certifi- 
cate. The <f orporation so formed shall be vested with all the author- 
ity, rights, and privileges granted by said general Act, but the 
Baltimore and Ohio Railroad Company, or such persons as it may 
designate by resolution of its president and directors, shall be entitled 
to subscribe for and hold all the stock of said corporation, without 
advertisement or allotment, as provided in said sections six hundred 
and twenty-one and six hundred and twenty-two of said Revised Stat- 
utes. Said corporation shall also be vested with and enjoy all the 
authorities, rights, and privileges herein granted, so far as the same 
are applicable to or exercisable in its undertaking, as set forth in its 
said certificate of incorporation, and it shall be bound by all the lim- 
itations and provisions of this Act. Said corporation shall have the 
further powers to contract with the Baltimore and Ohio Railroad Com- 
pany for the use or operation of its railroad and works by the last- 
named company, or for the lease of the same, on such terms as may be 
agreed upon between the two companies, and shall also have the right 
and power, exercisable at any time, to sell and convey all its railroad, 
works, and property to the said Baltimore and Ohio Railroad Company 
in consideration of the latter company assuming all its debts and 
liabilities and agreeing to repay to every stockholder the amount of 
money actually paid in on the stock held by him. 

On the execution, delivery, and recording of the deed of convey- 
ance, pursuant to and in consummation of such sale, the said terminal 
company shall ipso facto be dissolved and its corporate existence shall 
cease. 

In the event, however, that the said terminal company shall not be 
organized under the provisions of this Act then the privileges, powers, 
and duties herein conferred and imposed shall devolve exclusively 
upon the Baltimore and Ohio Railroad Company. 

Sec. 11. That the Baltimore and Ohio Railroad Company and the 
terminal company incorporated as herein provided shall be authorized 
and empowered, from time to time, to take, acquire, and hold, in fee 
simple, all lands and property required for the terminals, stations, 
yards, railroad facilities, and other works authorized by this Act, either 
by purchase or by condemnation, as provided in sections six hundred 
and forty-eight to six hundred and sixty -three, both inclusive, of the 
Revised Statutes, relating to the District of Columbia: Provided, 
That in every case in which an assessment of damages or an award 
shall have been returned by the appraisers, the company upon paying 
into court the amount so assessed or awarded, may enter upon and 
take possession of the lands and property covered thereby, irrespective 
of whether exceptions to said assessment or award shall be filed or not, 
and the subsequent proceedings shall not interfere with or affect such 
possession, but shall only affect the amount of the compensation to be 
paid. 

Sec. 12. That the Baltimore and Ohio Railroad Company and the 
Terminal Company, incorporated as provided in this Act, be, and 
they are hereby, authorized and empowered to locate, construct, main- 
tain, and operate outside of the limits of the city of Washington a line 



168 UNION KAILKOAD STATION. 

of railroad with one or more tracks extending from a connection with 
the Washington Branch Railroad and with the railroad authorized by 
the foregoing sections of this Act north of Winthrop Heights station 
by such route as the company may select as most practicable, and be 
approved by the Commissioners of the District of Columbia, to a con- 
nection with the Baltimore and Potomac Railroad and with the said 
Baltimore and Ohio Railroad Company's Shepherds branch at or near 
Bennings station; and in the location, construction, maintenance, and 
operation of the line of railroad authorized by this section the said 
companies may exercise all the authorities, rights, privileges, and 
franchises by this Act conferred upon and vested in them in respect 
of the lines of railroad authorized by the foregoing sections of this 
Act, outside of the limits of the city of Washington: Provided, That 
whenever in the construction of said line of railroad it shall be found 
necessary to cross any existing public highway of the District of 
Columbia the company shall submit to and file with the Commissioners 
of the District of Columbia proper plans showing the intended cross- 
ing, shall obtain the approval of the same by the said Commissioners, 
and shall construct such crossing only in conformity with such 
approved plan. Every such highway crossing shall be either over or 
under grade where practicable without increasing the grades on said 
railroad or causing unreasonable expense in construction; and for the 
purpose of avoiding grade crossings the Commissioners of the District 
of Columbia shall be fully authorized and empowered to change the 
grade of any such public highway so as to pass the same over or under 
said railroad, and to deflect or divert any such highway so as to pass 
over or under said railroad at a different point of crossing, and to close 
so much of the said highway as is abandoned; and the company shall 
acquire, by purchase or condemnation, at its own expense, all lands 
required to relocate such highways, and shall pay the cost of all new 
construction or work required to restore any such highway raised, 
depressed, deflected, or relocated as above provided, all of which con- 
struction and work shall be done to the satisfaction and subject to the 
approval of the said Commissioners. 

Sec. 13. That all existing laws or parts of laws inconsistent with 
the provisions of this Act are hereby repealed to the extent to which 
they are so inconsistent, but to no further or other extent. 

Sec. 14. That Congress reserves the right to alter, amend, or repeal 
this Act. 

Approved, February 12, 1901. 



UNION RAILROAD STATION. 169 

Amendment suggested by Mr. Thomas W. Smith, president of the 
'Washington Board of Trade. 

June 19, 1902. 
Hon. J. W. Babcock, 

Chairman Committee on the District of Columbia, 

House of Representatives^ Washington, D. C. 

Dear Sir: As requested, I write you, giving my views respecting 
the necessity for a street on the east side of the proposed new union 
railroad passenger station intended to be erected north of Massachu- 
setts avenue and at right angles with Delaware avenue in the northeast 
section of the city, as provided for in Senate bill 4825, introduced in the 
House of Representatives May 16, 1902. Senate bill 4825 does not 
provide for a street on the east side of the proposed new union station. 
The location of the station and the authority given the railroad com- 
panies for its location under Senate bill 1825 closes F street, one of the 
thoroughfares between northwest Washington and east Washington 
and the country lying beyond. It is a level street east to the site of 
the new union station and beyond in the northwest, and therefore an 
easy -grade street for commercial and other purposes, and ought not to 
be, in my opinion, closed. 

It can be kept open at no cost to the District or to the United States 
other than that which is provided in the bill referred to. The great 
height of the station above the surrounding property on its present 
level will injure the private property on the east of the station to such 
an extent as to make it come within the damage clause of the bill above 
referred to; therefore the houses fronting on E street and California 
street and F street, within 100 or more feet of the east line of the pro- 
posed union station, would be damaged to such an extent as to make 
them totally unfit for human habitation, and therefore will have to be 
vacated and torn down. This being a demonstrable fact, is it not wise 
to take heed of it now and provide in Senate bill 1825 for a street on 
the east side of the proposed new union station extending from the 
south front of the proposed station to F street NE. , a distance of less 
than 300 feet? A provision in the bill in question for this street will 
keep F street open and will give an opportunity in the future for a 
street railway, which will be needed on an east-and-west street to relieve 
the conjested condition to street-railroad traffic on H street. 

The opening of this new short street has been petitioned for by the 
ISortheast Washington Citizens' Association, whose president referred 
to it in his remarks before your committee yesterday, and also by the 
East Washington Citizens' Association. It was my intention, had I 
the time yesterday, to call the committee's attention to the necessity 
for this new street. It presents no financial feature calling for an 
appropriation other than that which will have to be paid in the future 
for damage to property by the new station alongside of private resi- 
dences. The level of the new station will be higher than the roofs of 
the houses now located along its proposed east line. This is a simple 
business proposition, and an amendment to Senate bill 1825 will benefit 
a large number of people. The benefit which will arise from such an 
amendment is worth many, many times its cost. 
Yours, respectfully, 

Thos. W. Smith, 
President Board of Trade. 
u r s 12 



170 UNION RAILROAD STATION. 

Report of the East Washington Citizens' Association. 

Washington, D. C, March SI, 1902. 
Hon. Joseph W. Babcock, 

Chairman of Committee on the District of Columbia. 
Sir: By direction of the executive committee of the East Washington 
Citizens' Association I have the honor to transmit herewith copy of 
preambles and resolutions in relation to damages caused to owners of 
property by changes of grade on account of the proposed new union 
station. 

The preambles and resolutions have been approved by the committee, 
and such consideration is asked for them as the importance of the sub- 
ject is believed to demand. 

Yours, respectfully, A. F. Sperry, /Secretary. 

In this connection permit me to individual^ suggest that provision 
be made in the bill for a board of appraisers to determine and award 
the damages mentioned, with provision for right of appeal, so that 
those inclined to accept a fair award might be saved the necessity for 
litigation. 

A. F. Sperry. 

Whereas from the public prints it appears that in order to accom- 
modate the union station on Massachusetts avenue, as proposed by the 
bill now pending in Congress, the elevation of the streets at that 
point will be raised, variously estimated at from 30 to 60 feet; and 

W T hereas it is said the city surveyor has stated that the streets lead- 
ing up as an approach to said station so proposed should be on a grade 
not greater than 4 feet to 100 feet; and 

Whereas the change in the elevation of the streets approaching said 
union station would extend from the outer line thereof for a dis- 
tance from 800 to 1,500 feet before finally reaching the present grade 
of the surrounding streets; and 

Whereas the change of the grade as aforesaid would so damage 
certain property of the owners abutting on the said streets to such an 
extent that the result would be a virtual confiscation of said owners' 
property : Therefore, be it 

Resolved by the East Washington Citizens' Association, That it is 
the sense of this association — 

First. That a clause should be inserted and contained in the bill 
finally enacted into law permitting the establishment of said union 
station at said point; authorizing and giving the right to every owner 
of propel^ abutting on any of said streets, alleys, and other fronts, 
grades of which shall be changed \>y reason of the said legislation, to 
institute and maintain before the supreme court of the District of 
Columbia a suit for consequential damages sustained b}^ said owners 
to their said property, and giving said court jurisdiction for that pur- 
pose and to award judgment for the same, either jointly or severally. 
against the railroad companies, the proposed terminal company, and 
the District of Columbia. 

Second. That a cop^v thereof be transmitted by the secretary of this 
association to the chairman of the District Committees on the part of 
the House and on the part of the Senate, respectively, to the District 



UNION RAILROAD STATION. 171 

Commissioners, the Washington Board of Trade, the Business Men's 
Association, and the president of the Northeast Citizens' Association. 

Third. That the proper officers of this association and the com- 
mittee on steam railroads be, and the same are hereby, authorized and 
directed to make every effort to have every clause contained in said 
proposed railroad legislation, and for this purpose are authorized and 
directed to appear before the District Commissioners and proper 
committees of Congress in advocacy thereof. 

Attest: 

A. F. Sperry, Secretary. . 

March 31, 1902. 



Mr. A. J. Buehler suggests change in location of union station. 

Washington, D. C, June 7, 1902. 
Hon. J. W. Babcock, M. C. 

Dear Sir: I would respectfully call your attention to a very serious 
defect in the bill legislating for a union depot as passed by the Senate 
and now before your honorable committee. . I refer to the building 
up and subsequent obstruction of F street because of the proposed 
frontage of this station on Massachusetts avenue. You will find that 
this could be easily avoided by fronting the station on F street, and 
using the triangular space between F street and Massachusetts avenue 
for the proposed parking in front of the building. This street is one 
of the principal and most direct thoroughfares in the city, it being 
possible to easily discern from Twelfth and F streets NE. , looking 
westward, the Treasury building where it obstructs the further prog- 
ress of the highway. 

General Grant, when he was President, made the public assertion 
that F street was destined to become the principal street of the city, 
and I would ask your kind consideration regarding the destruction of 
this grand highway, which could be preserved in all its beauty without 
materially affecting the plans or calculations of the railroad or other 
interests, as the change necessary to acquire this end would necessitate 
a setback of about 300 feet at the eastern extremity of the depot build- 
ing and of about 50 feet at the western extremity. Furthermore, this 
frontage would place the building at right angles, and in my humble 
opinion would prove more satisfact6ry in every way. 
Yours, truly, 

A. J. Buehler. 



Mr. W. Mosby Williams suggests amendments to cover damages. 

April 11, 1902. 
Hon. J. W. Babcock, 

Chairman House District Committee, Washington, D. C. 
Dear Sir: 1 inclose herewith copy of letter addressed to the hon- 
orable Commissioners of the District of Columbia, suggesting certain 
amendments to the bill providing for a union railroad station (S. 4825). 
Yours, very truly, 

W. Mosby Williams. 



172 UNION EAILEOAD STATION. 

April 11, 1902. 
The Commissioners of the District of Columbia. 

Gentlemen: If I am correct in assuming that you have not sent 
your final report to Congress on the bill to provide a union railroad 
station in this District (S. 4825), I beg to suggest that the following 
be substituted for lines 4 to 8, inclusive, and part of line 9, page 14, 
of the said bill, viz: 

"All damage to adjacent or contiguous property resulting from, 
incidental to, or connected with changes in the grades, or the closing 
of the avenues, streets, alleys, ways, or other spaces, or other changes 
or improvements authorized by this act shall be borne, paid for, and 
defrayed by the District of Columbia, and shall be recoverable by 
action at law against the said District on the part of the owner of the 
property so damaged." 

And add at the end of line 15, same page of said bill, viz: 

" And provided further, That two or more persons entitled to recov- 
ery as hereinbefore provided, may, at their option, join in one action, 
wherein the several counts of the declaration shall set forth the cause 
of action and the amount of damage claimed by each of such persons, 
respectively, and the jury, in returning their verdict, under the pro- 
vision last aforesaid, shall render the same under each count separately 
in favor of or against such persons as aforesaid, and the judgment 
thereupon shall be rendered accordingly by the court; and the court 
shall have power to apportion the costs of such suit where there are 
two or more plaintiffs upon the motion of any one of them." 

The effect of these suggested changes would be, in my opinion, to 
more clearly define and enlarge the scope of damage which may be 
sustained by property owners, and also to avoid the necessity, as at 
present would be the case, of bringing separate suits in the name 
of each property owner. 

I am transmitting a copy of this letter to the chairman of each the 
Senate and House of Representatives Committee on the District of 
Columbia. 

Yours, very truly, W. Mosby Williams. 



Oapt. J. P. Walker suggests appointment of a railway commission. 

The union station and terminal questions are primarily business 
ones. It must be admitted that the United States and the cit} T of 
Washington, which is coterminous with the District of Columbia, are 
the parties of the first part, and the Pennsylvania, or what is in this 
case practically the same, the Baltimore and Potomac, the Baltimore 
and Ohio, and other railway companies, are the parties of the second 
part. Whatever rights these railway companies now legally possess 
within the District of Columbia have been granted them by the United 
States, acting for the District of Columbia and cit}^ of Washington, 
and these or other railways can only come into the District by grant 
of Congress, and they can not operate railways in the District except 
by act of Congress. Certain railways now have quasi rights, not in 
fee simple, of operation and partial possession within the District 
imits. 



UNIOJST RAILROAD STATION. 173 

B} T the legislation of Congress last session the Pennsylvania, or Balti- 
more and Potomac, and Baltimore and Ohio were authorized to hold 
their present partial possessions with a slight change of the station of 
the Baltimore and Ohio. But new legislation which has passed the 
Senate in this session makes radical changes, proposing to remove the 
Pennsylvania Railway from the Mall and the Baltimore and Ohio sta- 
tion from its present location to a union-station site at Massachusetts 
avenue, between North Capitol and First streets NE. 

There are numerous other sites proposed for a union station. The 
two principal railwa} T companies interested, viz, the Pennsylvania and 
Baltimore and Ohio, through their representatives, announce plainly 
that they were not movers from the legislation of last session, but are 
willing to accept the proposed legislation this session. The question 
is resolved to a simple proposition: The railway companies wish to 
obtain the best terms they can, and consequently the United States 
and city of Washington should try to make the best bargain they can. 

It does not appear that the present bill is best for either of the con- 
tracting parties, and therefore the proposition of the railroad committee 
of the Washington Board of Trade for the establishment of a commis 
sion to investigate and make report upon the entire question seems to 
be the only logical proper basis of settlement of the question. Let 
such a commission, with the Chief of Engineers, United States Army, 
at its head, one, two, or three of the best civil engineers in the United 
States, and a number of prominent citizens, law} T ers, and business 
men— part from the District and part from the United States, to rep- 
resent the United States and District of Columbia — and one engineer 
or other representative from each railroad interested be authorized to 
investigate the entire question from the beginning, in all its particu- 
lars, to hear all plans and statements from all parties interested, and 
to choose a site or sites for union or other stations and fix terms upon 
which the stations shall be built and occupied, and make report accord- 
ingly. It is true that the questions should be settled as quickly as 
possible, but as the legislation of last session and this also proposes 
five years in which the changes are to be made, one year more for the 
action of the commission will not make any vital difference. 

Let all just claims of the railway companies be fully examined into 
and reported upon and just compensation for any damage or extraor- 
dinary expense involved in changes made hy the commission's plans 
and propositions accorded. The United States and District of Colum- 
bia, recognizing that railroad service is necessaiy, should not wish to 
make unjust or extortionate demands upon the companies; but as the 
railways are in the business to make money, they should be compelled 
to pa}^ properly for the privileges granted. A commission such as is 
proposed is the only way in which a just, proper, and equitable solu- 
tion of the problem can be arrived at. The many intricate and difficult 
problems involved in the entire question have never been thoroughly 
exploited, at least on the side of the United States and city of Wash- 
ington, and the varying, feeble, and imperfect examinations into these 
difficult questions from time to time and year to year by the different 
citizens' associations and the Board of Trade could not in the nature 
of things do justice to the questions. A proper commission is alone 
competent to act on such a grave and difficult problem. 

J. P. Walker, 
Captain, JJ. S. Army {Retired). 



174 UNION BAILKOAD STATION. 

Views of S. S. Daish & Sons. 

Washington, D. C, June 18, 1902. 
Hon. J. W. Babcock, 

House of Representatives, Washington, D. C. 
Dear Sir: We observe that the present bill providing for union 
station does not provide that before the streets to be closed cease to be 
thoroughfares the railroad or the terminal companies authorized under 
the act shall secure the abutting propert}^, as is provided in the act of 
February 12, 1901. It seems but right that before a street, road, or 
avenue shall be closed, the owners of abutting property should be 
compensated. 

Yours, very truly, S. S. Daish & Sons. 



President of the Columbia Institution for the Deaf and Dumb, Kendall 
Green, favors pending measure. 

Washington, D. C, June 19, 1902. 
Hon. Joseph W. Babcock, 

Chairman of the Committee on the District of Columbia. 
Dear Sir: 1 intended to ask the privilege of sa}dng a few words to 
your committee to-day in reference to the bill now before } t ou to pro- 
vide for the erection of a union railway station in this city, but I am 
informed that the hearings on this subject were closed yesterday. I 
should be glad to express to the committee the opinion of many 
residing here at this institution in favor of the arrangements for a 
union station as proposed in the pending bill. 

I hope that all the substantial features of the bill ma} r be carried 
out, for it seems to me a wise measure and one that deserves the sup- 
port of all the people of the District. 

Very respectfully, yours, E. M. Gallaudet, 

President. 



Brightwood Park Citizens'' Association favor present bill. 

June 19, 190:2. 
Hon. J. W. Babcock, 

House of Representatives. 
Sir: Our citizens' association desires to go on record as giving our 
heartiest support to the railroad union station bill for the abolition of 

§rade crossings in the District of Columbia as the said bill passed the 
enate, and to urge with all possible speed its passage through the 
House in its present shape. 

1 am, very truly, yours, W. McK. Clayton. 



UNION EAILKOAD STATION. 175 

Submitted by Joseph Bradfield. 
Pennsylvania's tunnel plan approved. 

[Rapid transit commission accepts it and the board of aldermen will be asked to do likewise to-day — 
Trains from Jersey to Queens in five years — The franchise is worth $50,000,000, and the city will get 
$2,478,315 in twenty-five years, then "for a readjustment— The mayor happy over the day's work— 
What the tunnel franchise means: Estimated value of franchise, $50,000,000; city gets for first 
twenty-five years, $2,478,315; trains to be running under river and ground, Jersey City to Queens 
Borough, within five years; work to begin within three months after property consents obtained.] 

The mayor succeeded yesterda}^ in inducing the rapid transit com- 
mission to approve the Pennsylvania franchise for a $50,000,000 rail- 
road tunnel from New Jersey, under the Hudson River, Manhattan 
Island, and the East River, to Long Island City. 

The board of aldermen will be asked to act to-day. Should they 
act favorably the mayor will sign the franchise at once, and should 
the Pennsylvania Company fulfill its contract, trains will be running 
under river and ground between Jersey City and the borough of 
Queens within five years. 

The ma^vor believes the interests of the city are amply protected, in 
that the railroad corporation must pay into the municipal treasury 
$2,478,315 for the first twenty-five years, the terms being subject to 
readjustment at the expiration of that period. So elated is the mayor 
over yesterday's event that he prophesied that an agreement between 
the city and the New York Central and New York, New Haven and 
Hartford Railroad companies, for the immediate improvement of the 
Park Avenue tunnel and the construction of the suburban transit 
loop would be reached very soon. 

The mayor personalty attended yesterday's meeting and argued for 
decisive action. After the report of the subcommittee, comprising 
Alexander E. Orr, Charles Stewart Smith, and Comptroller Grout, 
recommending the granting of the franchise had been read, the mayor 
offered an amendment, which in effect made the grant b}^ the city in 
perpetuity of rights as follows, etc., subject, however, to a periodic 
readjustment of payments at intervals of twenty-five years. The 
mayor explained that his object was to protect the city in every pos- 
sible way. 

The mayor's motion was adopted. 

WHAT THE FRANCHISE MEANS. 

Here is a synopsis of the grant as indicated by the report of the sub- 
committee: 

The Pennsylvania Railroad Company is permitted to construct a 
two-track railroad, beginning at the New Jersey shore, thence under 
the Hudson River to West Thirty-second street; thence under Man- 
hattan Island along Thirty-second street to the East River, and under 
that river to the terminus in Queens Borough, with a right for two 
additional tracks on Thirty-second street west of Ninth avenue and one 
additional track between Seventh and Fifth avenues in Manhattan 
Borough. 

The Pennsylvania company is authorized to build a two-track rail- 
road at the station terminal at Thirty-third street and Seventh avenue; 
thence running under Thirty -third street and the East River to the 
terminal in Queens Borough, with the privilege of one additional 
track in Thirty-third street between Seventh and Fifth avenues. 



176 



UNION RAILROAD STATION. 



Five years are allowed for the completion of the railroad and tunnel, 

the company having pledged itself to begin the work of construction 

within three months after obtaining consent of property owners, etc. 

For the franchise the company is to pay the city these sums annually: 



Next 
15 years. 



For river rights 

For tunnel rights in Manhattan Borough, being 44,341 feet (partly estimated) of 
single track 

For tunnel rights in Queens Borough, being 8,100 feet (partly estimated) of 
single track 

For street rights on Thirty-first and Thirty-third streets, north and south of 
terminal 

For secondary station at Thirty -third street and Fourth avenue 

For portions of Thirty-second street 

In all, per annum 




114, 871 



As to the ability of the compan} 7 to perform its contract the sub- 
committee reported: 

u Your committee has received satisfactory assurance of the pecun- 
iary responsibility of the applicant corporation and submits a letter 
from A. J. Cassatt, president, in which he states that the total author- 
ized stock of the applicant corporation is $21,000,000, of which 
$10,000,000 has been subscribed for and paid for in full; that of such 
$10,000,000 the Pennsylvania Company owns $9,991,000; the remain- 
der of the paid-up capital being held by directors." 

The mayor left the meeting with a gleeful smile. So did Edward 
M. Shepard, his Democratic rival at the polls last November. On 
returning to the City Hall the mayor approached an American repre- 
sentative and said: 

"1 have some good news for you and for the people of the city. 
The rapid transit commission has just approved the Pennsylvania 
Railroad tunnel franchise and another great march toward real rapid 
transit has been taken. I am more than gratified at to-day's act and 
hope the board of aldermen will follow suit either to-morrow or very 
soon. 

"The terms of the contract between the city and the railroad com- 
pany secure the city amply and add generously to the municipal reve- 
nues. While it has been said that the franchise is in a sense in 
perpetuity, the contract expressly states that a readjustment shall be 
made by the city every twenty-five years. Thus the interests of the 
city will be looked after very carefully, you see." 

"Does the granting of this franchise portend similar action with 
regard to the New York Central Railroad Company?" 

u The city authorities are consulting frequently with the New York 
Central and New York and New Haven officials, and we hope very 
soon to reach a satisfactory conclusion with regard to Park avenue 
and the proposed loop. The granting of the Pennsylvania franchise 
will, in my judgment, hasten the perfection of other rapid-transit 
plans, and 1 shall be indeed delightea at that." 



UNION RAILROAD STATION. 177 

Veto of Boston subway — Governor Crane states his reasons — "It 
involves a surrender of pteblic rights for a/n unusual term of 'years." 

The following is the text of Governor Crane's message to the Mas- 
sachusetts legislature vetoing the Boston subway bill (H. R. ]No. 1449): 

Executive Department, 

Boston, June 18, 1901. 
Tlie honorable Senate and House of Representatives: 
I return herewith without my approval an act entitled "An act to 
rovide for the construction of a system of subways in the city of 
oston by the Boston Transit Commission," with my objections thereto 
in writing. 

A TYPICAL JOB DESCRIBED. 

The bill authorizes the Boston Transit Commission to construct a 
subway, with several important branches, under or near Washington 
street, from Broadway to the north end of the city of Boston, the entire 
expense thereof and all damages arising thereby to be paid by the city 
of Boston. It is provided that the Boston Elevated Railway Company 
shall pay to the city a sum not exceeding 86,000,000 toward the pay- 
ment of all expenses and damages incurred in carrying out the provi- 
sions of the bill, and shall have as compensation therefor the free and 
exclusive use and occupation of the subway for a term of fort} T years. 
I am aware that in section 13 it is provided that the entire cost of the 
new subway, the expense of its maintenance and all repairs of what- 
ever nature during the term of the lease shall be paid by the com- 
pany; but this language is not sufficient to modify the explicit provi- 
sions of section 10 that the contribution of the company shall not 
exceed 86,000,000. The provisions of section 10 operate as a distinct 
limitation upon the provisions of section 13, and in no event can the 
Boston Elevated Railway Company be required to pay more than the 
sum named in section 10. 

This amounts to a lease of the proposed subway when constructed to 
the Boston Elevated Railway Company for a gross rental of 86.000,000, 
paid in advance. If the cost of the subway does not exceed 86,000,000, 
this rental, on the basis of It per cent, the rate of the lease of the 
existing subway, taking into consideration the advantageous invest- 
ment of the sinking fund provided for hj the bill, would enable the 
company to make itself whole in from thirty-two to thirty-five years. 
and would give to the Boston Elevated Railway Company the free and 
exclusive use of a great artery of public travel for from five to eight 
years without any compensation whatever. It is fair to assume that 
the sinking fund would be invested so as to bring about this result, but 
if not so invested the rental for the term would not exceed -It per cent, 
the minimum rental of the Tremont-street subway; but the lease of 
the latter provides also for an increase of the rent proportioned to the 
amount of business done by the lessee. There is no such provision in the 
lease authorized by this bill. However much the volume of transpor- 
tation may increase, the lessee, not the envy, will receive the benefit. 
This provision, which is omitted in the present bill, making the amount 
of rent proportionate to the volume of business, is wise and equitable. 

But there is no assurance that the subwav can be constructed for 



178 UNION RAILKOAD STATION. 

$6,000,000. If, as is very likely to be the case, the cost is in excess of 
that sum, not only is the rental of the sub way proportionately decreased, 
but the excess must be paid by the city without reimbursement from 
any source. To the extent of such excess of cost the subway will be 
constructed at the expense of the city for the benefit of the proposed 
lessee. 

Under the terms of the bill the Boston Elevated Railway Company 
has three months in which to accept its provisions, and it does not 
become a law unless so accepted by the company. No such privilege 
is given to the city. Such a discrimination in favor of one of the two 
parties affected by the bill is, in my opinion, unjust and unwarranted. 

THE REFERENDUM APPROVED. 

Previous legislatures have referred to the city of Boston, for its 
acceptance or rejection, acts relating to rapid transit. And the results 
of the ballots so taken show that the voters have acted intelligently, 
and with a full understanding of the issues involved. In the year 1893 
two acts were passed, one providing for the construction of an elevated 
railway and the other for a subway. Both were conditioned upon 
their acceptance; the former by the voters of the city of Boston, the 
latter by the city council. The elevated railway bill was rejected by 
the voters, but the subway bill was accepted by the city council. The 
subway bill of 1893, however, was found to be inadequate, and a more 
comprehensive act was passed in 1894. This act also contained a refer- 
endum clause, and it was accepted by the voters. In 1899 a statute 
was enacted providing for the restoration of the surface tracks to 
Tremont and Boylston streets, which, under the provisions of the act 
of 1894, had been removed. This act also provided for a referendum to 
the voters of Boston, and was by them rejected. I see no good reason 
why these precedents should not be followed in a bill so important and 
far-reaching in its consequences to the citizens of Boston as is the one 
before me. 

STOCK WATERING DENOUNCED. 

' The bill is objectionable for the further reason that it is in violation 
of the spirit of the statutes designed to prevent stock watering, laws 
whose wisdom has been so far confirmed by experience that all 
attempts to modify or repeal them have failed. The essence of stock 
watering is — I take it to be — the issuance of stock not based upon 
actual property of the corporation. This bill provides that the money 
to be paid to the chy of Boston may be provided for by issuing stock; 
but no provision is made for the redemption or cancellation of the 
stock at the end of the term. The money so paid is, in fact, ex- 
pended, not for permant improvements, but for rentals, and does 
not increase the value of the plant of the company. At the end of 
forty years the stock is free, and will be held by the company without 
property to show for it. There is, it is true, a provision for a sinking- 
fund, but none whatever that the proceeds of the sinking fund shall be 
used to retire the stock so issued. 

PUBLIC OWNERSHIP APPROVED. 

Section 9 of the bill provides that the title and ownership of the 
subway shall be and remain in the city. I see no objection to this 



UNION RAILROAD STATION. 179 

provision, but by section 22 of the bill it is provided that section 9, 
among others, shall have the force and effect of a contract between 
the Commonwealth and the company. There is no good reason why 
any such contract should exist. On the contrary, there are many rea- 
sons of public policy why the Commonwealth should not enter into a 
binding contract with a private corporation and its lessees relating to 
a matter with which the corporation will have no concern after the 
termination of its lease. 

The act of 1894, authorizing the construction of the existing sub- 
wa}^, made careful provision in section 30 for the relocation by the 
commission of sewers, gas pipes, water pipes, and other conduits; but 
the section of the present bill referring to the same subject (section 8) 
makes no such provision. It authorizes the commission to remove all 
such structures, but does not provide for their relocation or accommo- 
dation, either within or without the new subway; and it is doubtful 
whether they could be located within the new subway, even if in the 
judgment of the authorities the}^ could be so placed without detriment 
to its use by the railway corporation. This, in mind, is an important 
omission. The structures to which I refer are allowed to be placed 
beneath the streets for the public convenience, and explicit provision 
should be made for a continuance of their rights. 

PUBLIC RIGHTS MUST BE PRESERVED. 

But there is a still more serious objection to the bill. It involves a 
surrender of public rights for an unusual term of years, and under 
unusual conditions. No street railway, with the exception of certain 
privileges heretofore assured to the West End Street Railway Com- 
pany and the Boston Elevated Railway Company for special reasons, 
has other than a revocable franchise in a public way. 

But this bill will, if it becomes a law, gives to a private corporation a 
valuable monopoly in a great public thoroughfare and will perpetuate 
that monopoly for forty years. It not only binds this generation; it 
ties the hands of the generation to come. The surrender of rights 
which belong to the public, even for a brief term of }^ears, should be 
permitted only after the most careful consideration, and for control- 
ling reasons of public policy; but no exigency has been shown to exist 
to justify the taking away of such rights from a generation yet 
unborn. 

No reason affecting the public welfare requires the adoption of this 
extraordinary proposition. The rapid transit of passengers by means 
of a subway is no longer an experiment. There can be no reasonable 
doubt that if such a structure be built and paid for by the city it can 
be leased to a transportation company for a sum amply sufficient to 
take care of the interest on the mone}~ borrowed therefor and to pro- 
vide a sinking fund for its ultimate redemption. 

The charter of the Boston Elevated Railway Company, giving it cer- 
tain exclusive rights for a period of twenty-five years, was granted to 
it chiefly upon the ground that the construction of an elevated railway, 
and the payment of damages that might accrue to abutters thereby, 
would involve so large an expenditure that capitalists would not be 
expected to invest their money without some assurance of permanency 
for a fixed term. The act of 1891, providing for the construction of 
the present subway, authorized the Boston transit commission to 



180 UNION RAILROAD STATION. 

lease it for a term of fifty years; but the legislature of 1897 wisely cut 
down this period from fifty to twenty years. Neither of these grants, 
therefore, constitutes a sufficient precedent, for the long term author- 
ized by this bill. 

THE HANDS OF THE COMMUNITY MUST NOT BE TIED. 

No one can forsee what advance may be made in the methods and 
cost of transportation, in the volume of travel, or in the facilities that 
may be required for its accommodation in the next forty years. The 
history of passenger transportation during the last forty } 7 ears, and of 
the wonderful advance that has been made, not only in the amount of 
travel but in the facilities afforded to passengers, is sufficient evidence 
of our inability to predict the future. This bill, however, while it 
does not restrict the company, ties the hands of the community. It 
will prevent the public from taking advantage of any such improve- 
ments in transportation facilities on the proposed route, excepting 
those that may be deemed by the company advantageous to it. A 
consideration of the disastrous results which would have followed if 
exclusive rights had been granted to a street railway company forty 
years ago to continue until the present time, illustrates the limitations 
which this bill would impose upon the public and the unwisdom of 
its enactment. 

All the special rights and privileges enjoyed by the Boston Elevated 
Railway Company will have expired in the year 1902. 

It has no moral or equitable claim to a continuance of those privi- 
leges or of any exclusive privileges whatever. There is no good 
reason why the public should not at that time come into complete 
possession of its own, to the end that further franchises may then be 
granted in view of the improvements in the methods of rapid transit 
which may then have been made, and with the sole object of securing, 
in the highest degree and at the lowest cost, the convenience of~ the 
people of that day. But this bill, if approved, would go far in assur- 
ing a continuance of the command of the situation for a period of 
twent} 7 years more. Although its rights in the existing subway will 
have ended, it is not difficult to foresee that a company in exclusive 
possession for a long term of years of a most important avenue of 
travel will be in a position to control the situation and to prevent 
other transportation companies from competing upon equal terms. 
No such opportunity for control of the situation at that time should be 
permitted. 

I am unable to give my assent to a bill which thus restricts the rights 
of the public on the one hand, while on the other hand it insures valu- 
able exclusive privileges to the company in question for so long a 
period, and that, too, without any public exigency requiring the pas- 
sage of so extraordinary a measure. 

W. Murray Crank. 

O 



